TY - JOUR T1 - Finite mixture modeling approach for developing crash modification factors in highway safety analysis AN - 1859495492; PQ0003992631 AB - This study aimed to investigate the relative performance of two models (negative binomial (NB) model and two-component finite mixture of negative binomial models (FMNB-2)) in terms of developing crash modification factors (CMFs). Crash data on rural multilane divided highways in California and Texas were modeled with the two models, and crash modification functions (CMFunctions) were derived. The resultant CMFunction estimated from the FMNB-2 model showed several good properties over that from the NB model. First, the safety effect of a covariate was better reflected by the CMFunction developed using the FMNB-2 model, since the model takes into account the differential responsiveness of crash frequency to the covariate. Second, the CMFunction derived from the FMNB-2 model is able to capture nonlinear relationships between covariate and safety. Finally, following the same concept as those for NB models, the combined CMFs of multiple treatments were estimated using the FMNB-2 model. The results indicated that they are not the simple multiplicative of single ones (i.e., their safety effects are not independent under FMNB-2 models). Adjustment Factors (AFs) were then developed. It is revealed that current Highway Safety Manual's method could over- or under-estimate the combined CMFs under particular combination of covariates. Safety analysts are encouraged to consider using the FMNB-2 models for developing CMFs and AFs. JF - Accident Analysis & Prevention AU - Park, Byung-Jung AU - Lord, Dominique AU - Wu, Lingtao AD - Department of Transportation Engineering, Myongji University, Republic of Korea Y1 - 2016/12// PY - 2016 DA - December 2016 SP - 274 EP - 287 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 97 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Finite mixture model KW - Negative binomial model KW - Combined safety effects KW - Highway safety KW - Crash modification factor UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1859495492?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=Finite+mixture+modeling+approach+for+developing+crash+modification+factors+in+highway+safety+analysis&rft.au=Park%2C+Byung-Jung%3BLord%2C+Dominique%3BWu%2C+Lingtao&rft.aulast=Park&rft.aufirst=Byung-Jung&rft.date=2016-12-01&rft.volume=97&rft.issue=&rft.spage=274&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2016.10.023 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1016/j.aap.2016.10.023 ER - TY - JOUR T1 - Eco-system optimal time-dependent flow assignment in a congested network AN - 1850779678; PQ0003897548 AB - This research addresses the eco-system optimal dynamic traffic assignment (ESODTA) problem which aims to find system optimal eco-routing or green routing flows that minimize total vehicular emission in a congested network. We propose a generic agent-based ESODTA model and a simplified queueing model (SQM) that is able to clearly distinguish vehicles' speed in free-flow and congested conditions for multi-scale emission analysis, and facilitates analyzing the relationship between link emission and delay. Based on the SQM, an expanded space-time network is constructed to formulate the ESODTA with constant bottleneck discharge capacities. The resulting integer linear model of the ESODTA is solved by a Lagrangian relaxation-based algorithm. For the simulation-based ESODTA, we present the column-generation-based heuristic, which requires link and path marginal emissions in the embedded time-dependent least-cost path algorithm and the gradient-projection-based descent direction method. We derive a formula of marginal emission which encompasses the marginal travel time as a special case, and develop an algorithm for evaluating path marginal emissions in a congested network. Numerical experiments are conducted to demonstrate that the proposed algorithm is able to effectively obtain coordinated route flows that minimize the system-wide vehicular emission for large-scale networks. JF - Transportation Research, Part B AU - Lu, Chung-Cheng AU - Liu, Jiangtao AU - Qu, Yunchao AU - Peeta, Srinivas AU - Rouphail, Nagui M AU - Zhou, Xuesong AD - Department of Transportation and Logistics Management, National Chiao Tung University, Hsinchu, 300, Taiwan Y1 - 2016/12// PY - 2016 DA - December 2016 SP - 217 EP - 239 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 94 SN - 0191-2615, 0191-2615 KW - Environment Abstracts KW - Green transportation KW - Vehicular emission modeling KW - Eco-routing KW - Marginal emission KW - Multi-scale dynamic network loading KW - Transportation KW - Emissions KW - Traffic KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1850779678?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+B&rft.atitle=Eco-system+optimal+time-dependent+flow+assignment+in+a+congested+network&rft.au=Lu%2C+Chung-Cheng%3BLiu%2C+Jiangtao%3BQu%2C+Yunchao%3BPeeta%2C+Srinivas%3BRouphail%2C+Nagui+M%3BZhou%2C+Xuesong&rft.aulast=Lu&rft.aufirst=Chung-Cheng&rft.date=2016-12-01&rft.volume=94&rft.issue=&rft.spage=217&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+B&rft.issn=01912615&rft_id=info:doi/10.1016%2Fj.trb.2016.09.015 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-12-01 N1 - Last updated - 2016-12-21 N1 - SubjectsTermNotLitGenreText - Transportation; Emissions; Traffic DO - http://dx.doi.org/10.1016/j.trb.2016.09.015 ER - TY - JOUR T1 - Examining sustainability performance at ports: port managers' perspectives on developing sustainable supply chains AN - 1835735521 AB - This research examined the effects of sustainable supply chain management (i.e. internal sustainable development and external sustainable collaboration) on sustainability performance in the port context. Structural equation modeling was employed in this study using survey data collected from 135 respondents holding the position of supervisor or above in three major international port authorities in Taiwan (i.e. Keelung, Taichung, and Kaohsiung). Results indicated that external sustainable collaboration is positively associated with internal sustainable management, and internal sustainable management positively influences sustainability performance. This research also found that internal sustainable management mediates the effects of external sustainable collaboration on sustainability performance. The implication of the findings for port decision-makers, authorities, managers, and sustainable development are discussed. JF - Maritime Policy and Management AU - Lu, Chin-Shan AU - Shang, Kuo-Chung AU - Lin, Chi-Chang AD - Department of Logistics and Maritime Studies, C.Y. Tung International Centre for Maritime Studies, The Hong Kong Polytechnic University, Kowloon, Hong Kong ; Department of Transportation Science, National Taiwan Ocean University, Keelung, Republic of China ; Department of Marketing and Logistics Management, Chihlee University of Technology, New Taipei City, Republic of China ; Department of Logistics and Maritime Studies, C.Y. Tung International Centre for Maritime Studies, The Hong Kong Polytechnic University, Kowloon, Hong Kong Y1 - 2016///Nov/Dec PY - 2016 DA - Nov/Dec 2016 SP - 909 EP - 927 CY - London PB - Taylor & Francis Ltd. VL - 43 IS - 8 SN - 0308-8839 KW - Transportation--Ships And Shipping KW - Port KW - sustainable supply chain KW - sustainability performance KW - structural equation modeling KW - Supply chains KW - Ports KW - Collaboration KW - Sustainable development KW - Sustainable Development KW - Respondents KW - Management UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1835735521?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=Maritime+Policy+and+Management&rft.atitle=Examining+sustainability+performance+at+ports%3A+port+managers%27+perspectives+on+developing+sustainable+supply+chains&rft.au=Lu%2C+Chin-Shan%3BShang%2C+Kuo-Chung%3BLin%2C+Chi-Chang&rft.aulast=Lu&rft.aufirst=Chin-Shan&rft.date=2016-11-01&rft.volume=43&rft.issue=8&rft.spage=909&rft.isbn=&rft.btitle=&rft.title=Maritime+Policy+and+Management&rft.issn=03088839&rft_id=info:doi/10.1080%2F03088839.2016.1199918 LA - English DB - PAIS Index N1 - Copyright - © 2016 Informa UK Limited, trading as Taylor & Francis Group N1 - Last updated - 2016-11-03 DO - http://dx.doi.org/10.1080/03088839.2016.1199918 ER - TY - JOUR T1 - Identify sequence of events likely to result in severe crash outcomes AN - 1827933075; PQ0003718220 AB - The current practice of crash characterization in highway engineering reduces multiple dimensions of crash contributing factors and their relative sequential connections, crash sequences, into broad definitions, resulting in crash categories such as head-on, sideswipe, rear-end, angle, and fixed-object. As a result, crashes that are classified in the same category may contain many different crash sequences. This makes it difficult to develop effective countermeasures because these crash categorizations are based on the outcomes rather than the preceding events. Consequently, the efficacy of a countermeasure designed for a specific type of crash may not be appropriate due to different pre-crash sequences. This research seeks to explore the use of event sequence to characterize crashes. Additionally, this research seeks to identify crash sequences that are likely to result in severe crash outcomes so that researchers can develop effective countermeasures to reduce severe crashes. This study utilizes the sequence of events from roadway departure crashes in the Fatality Analysis Reporting System (FARS), and converts the information to form a new categorization called "crash sequences." The similarity distance between each pair of crash sequences were calculated using the Optimal Matching approach. Cluster analysis was applied to group crash sequences that are etiologically similar in terms of the similarity distance. A hybrid model was constructed to mitigate the potential sample selection bias of FARS data, which is biased toward more severe crashes. The major findings include: (1) in terms of a roadway departure crash, the crash sequences that are most likely to result in high crash severity include a vehicle that first crosses the median or centerline, runs-off-road on the left, and then collides with a roadside fixed-object; (2) seat-belt and airbag usage reduces the probability of dying in a roadway departure crash by 90%; and (3) occupants who are seated on the side of the vehicle that experience a direct impact are 2.6 times more likely to die in a roadway departure crash than those not seated on the same side of the vehicle where the impact occurs. JF - Accident Analysis & Prevention AU - Wu, Kun-Feng AU - Thor, Craig P AU - Ardiansyah, Muhammad Nashir AD - Department of Transportation and Logistics Management, National Chiao Tung University Y1 - 2016/11// PY - 2016 DA - November 2016 SP - 198 EP - 207 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 96 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Crash sequence KW - Crash characterization KW - FARS KW - Crash severity KW - Mortality KW - Prevention KW - Roadsides KW - Highways KW - Air bags KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827933075?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=Identify+sequence+of+events+likely+to+result+in+severe+crash+outcomes&rft.au=Wu%2C+Kun-Feng%3BThor%2C+Craig+P%3BArdiansyah%2C+Muhammad+Nashir&rft.aulast=Wu&rft.aufirst=Kun-Feng&rft.date=2016-11-01&rft.volume=96&rft.issue=&rft.spage=198&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2016.08.009 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Last updated - 2016-10-26 N1 - SubjectsTermNotLitGenreText - Mortality; Prevention; Roadsides; Air bags; Highways DO - http://dx.doi.org/10.1016/j.aap.2016.08.009 ER - TY - JOUR T1 - Job and residential location changes responding to floods and cyclones: an analysis based on a cross-nested logit model AN - 1827932006; PQ0003690395 AB - With the increasing impacts of climate change, many people in Bangladesh are being forced to move their homes and/or change their jobs. Unfortunately, little is known about how people jointly decide on their jobs and residential location changes in association with the influence of climate change disasters. The main purpose of this paper is to examine how residents in coastal and inland areas may change their jobs and/or residential location under different scenarios of potential impacts of floods and cyclones by comparing socioeconomic and experiential factors. A stated preference survey was conducted in 14 coastal and inland areas of Bangladesh. As a result, 788 respondents provided 3152 valid samples (1948 from coastal areas and 1204 from inland areas). Analysis results based on a cross-nested logit model indicate that flood has no obvious impact on choices of inland people, and flood and cyclone have limited effects on people's choices in coastal areas, except for cyclone intensity. Income is not significant in the decisions of the coastal people, but it does matter to the inland people. The inland people are more likely to depend on government help during disasters. However, the coastal people's decisions are driven by different factors in a complicated way. The inland people prefer changing their jobs to changing their residential locations, but the coastal people are slightly more aggressive in deciding to change their residential location in response to flood. Structural differences of choice behaviors under flood and cyclone are also revealed. Finally, policy implications are discussed. JF - Climatic Change AU - Lu, Qing-Chang AU - Zhang, Junyi AU - Wu, Lingling AU - Rahman, ABMSertajur AD - State Key Laboratory of Ocean Engineering, Department of Transportation and Shipping, School of Naval Architecture, Oceanic & Civil Engineering, Shanghai Jiao Tong University, No. 800 Dongchuan Rd, Shanghai, 200240, China, qclu@sjtu.edu.cn Y1 - 2016/10// PY - 2016 DA - October 2016 SP - 453 EP - 469 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 138 IS - 3-4 SN - 0165-0009, 0165-0009 KW - Environment Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; Oceanic Abstracts; Water Resources Abstracts; Meteorological & Geoastrophysical Abstracts KW - Cyclones KW - ISW, Bangladesh KW - Climate change KW - Socioeconomics KW - Income KW - Cyclone intensities KW - Floods KW - Modelling KW - Policies KW - Climate models KW - Climate KW - Disasters KW - Surveys KW - Coastal zone KW - O 5080:Legal/Governmental KW - M2 551.583:Variations (551.583) KW - SW 0810:General KW - Q5 08502:Methods and instruments KW - ENA 12:Oceans & Estuaries UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827932006?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%3Aasfaaquaticpollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Climatic+Change&rft.atitle=Job+and+residential+location+changes+responding+to+floods+and+cyclones%3A+an+analysis+based+on+a+cross-nested+logit+model&rft.au=Lu%2C+Qing-Chang%3BZhang%2C+Junyi%3BWu%2C+Lingling%3BRahman%2C+ABMSertajur&rft.aulast=Lu&rft.aufirst=Qing-Chang&rft.date=2016-10-01&rft.volume=138&rft.issue=3-4&rft.spage=453&rft.isbn=&rft.btitle=&rft.title=Climatic+Change&rft.issn=01650009&rft_id=info:doi/10.1007%2Fs10584-016-1740-z LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Number of references - 39 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Cyclones; Policies; Floods; Climate; Climate change; Disasters; Modelling; Cyclone intensities; Climate models; Coastal zone; Socioeconomics; Income; Surveys; ISW, Bangladesh DO - http://dx.doi.org/10.1007/s10584-016-1740-z ER - TY - JOUR T1 - Spatial Harvest Regimes for a Sedentary Fishery AN - 1827913728; PQ0003710398 AB - This paper investigates the role of harvest sanctuaries and reserves in the management of a sedentary fishery. An optimal control bioeconomic model is developed and optimized for native oysters in the Chesapeake Bay, US, that incorporates two positive externalities generated by oyster stocks: nutrient removal and provision of habitat for other benthic species. The model incorporates four management regimes that currently exist in the Bay: public grounds that are continuously harvested, aquaculture on leased grounds, sanctuaries that are never harvested, and reserves that are periodically pulse harvested. We find that if harvest effort in public grounds can be controlled, then that management regime unambiguously provides the highest social welfare. However, if harvest effort in public grounds cannot be controlled, then reserves provide the highest social welfare. Sanctuaries are part of the optimal mix of regimes only when harvest effort on public grounds cannot be controlled and a pulsed harvest is not feasible. JF - Environmental & Resource Economics AU - Mykoniatis, Nikolaos AU - Ready, Richard AD - Department of Maritime Administration, Texas A&M University, Galveston Campus 200 Seawolf Parkway, P.O. Box 1675, Galveston, TX, 77553, USA, mykonian@tamug.edu Y1 - 2016/10// PY - 2016 DA - October 2016 SP - 357 EP - 387 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 65 IS - 2 SN - 0924-6460, 0924-6460 KW - Environment Abstracts KW - Oysters KW - Fisheries KW - Economics KW - Nutrients KW - ANW, USA, Chesapeake Bay KW - Aquaculture KW - ENA 12:Oceans & Estuaries UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827913728?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=Environmental+%26+Resource+Economics&rft.atitle=Spatial+Harvest+Regimes+for+a+Sedentary+Fishery&rft.au=Mykoniatis%2C+Nikolaos%3BReady%2C+Richard&rft.aulast=Mykoniatis&rft.aufirst=Nikolaos&rft.date=2016-10-01&rft.volume=65&rft.issue=2&rft.spage=357&rft.isbn=&rft.btitle=&rft.title=Environmental+%26+Resource+Economics&rft.issn=09246460&rft_id=info:doi/10.1007%2Fs10640-015-9904-2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Number of references - 68 N1 - Last updated - 2016-10-26 N1 - SubjectsTermNotLitGenreText - Oysters; Economics; Fisheries; Nutrients; Aquaculture; ANW, USA, Chesapeake Bay DO - http://dx.doi.org/10.1007/s10640-015-9904-2 ER - TY - JOUR T1 - Portable Weather Applications for General Aviation Pilots AN - 1827898915; PQ0003686880 AB - Objective: The objective of this study was to examine the potential benefits and impact on pilot behavior from the use of portable weather applications. Method: Seventy general aviation (GA) pilots participated in the study. Each pilot was randomly assigned to an experimental or a control group and flew a simulated single-engine GA aircraft, initially under visual meteorological conditions (VMC). The experimental group was equipped with a portable weather application during flight. We recorded measures for weather situation awareness (WSA), decision making, cognitive engagement, and distance from the aircraft to hazardous weather. Results: We found positive effects from the use of the portable weather application, with an increased WSA for the experimental group, which resulted in credibly larger route deviations and credibly greater distances to hazardous weather ( greater than or equal to 30 dBZ cells) compared with the control group. Nevertheless, both groups flew less than 20 statute miles from hazardous weather cells, thus failing to follow current weather-avoidance guidelines. We also found a credibly higher cognitive engagement (prefrontal oxygenation levels) for the experimental group, possibly reflecting increased flight planning and decision making on the part of the pilots. Conclusion: Overall, the study outcome supports our hypothesis that portable weather displays can be used without degrading pilot performance on safety-related flight tasks, actions, and decisions as measured within the constraints of the present study. However, it also shows that an increased WSA does not automatically translate to enhanced flight behavior. Application: The study outcome contributes to our knowledge of the effect of portable weather applications on pilot behavior and decision making. JF - Human Factors AU - Ahlstrom, Ulf AU - Ohneiser, Oliver AU - Caddigan, Eamon AD - Federal Aviation Administration, Atlantic City International Airport, New Jersey, Ulf.Ahlstrom@FAA.gov Y1 - 2016/09// PY - 2016 DA - September 2016 SP - 864 EP - 885 PB - Sage Publications, Inc., 2455 Teller Road Thousand Oaks CA 91320 USA VL - 58 IS - 6 SN - 0018-7208, 0018-7208 KW - Health & Safety Science Abstracts KW - decision making KW - flight displays KW - mobile devices KW - navigation KW - situation awareness KW - Weather KW - Aircraft KW - Pilots KW - Guidelines KW - Oxygenation KW - Meteorology KW - Human factors KW - Flight behavior KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827898915?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=Human+Factors&rft.atitle=Portable+Weather+Applications+for+General+Aviation+Pilots&rft.au=Ahlstrom%2C+Ulf%3BOhneiser%2C+Oliver%3BCaddigan%2C+Eamon&rft.aulast=Ahlstrom&rft.aufirst=Ulf&rft.date=2016-09-01&rft.volume=58&rft.issue=6&rft.spage=864&rft.isbn=&rft.btitle=&rft.title=Human+Factors&rft.issn=00187208&rft_id=info:doi/10.1177%2F0018720816641783 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Number of references - 50 N1 - Last updated - 2016-10-26 N1 - SubjectsTermNotLitGenreText - Weather; Aircraft; Guidelines; Pilots; Oxygenation; Meteorology; Human factors; Flight behavior DO - http://dx.doi.org/10.1177/0018720816641783 ER - TY - JOUR T1 - Human risk factors associated with pilots in runway excursions AN - 1808672416; PQ0003475912 AB - A breakdown analysis of civil aviation accidents worldwide indicates that the occurrence of runway excursions represents the largest portion among all aviation occurrence categories. This study examines the human risk factors associated with pilots in runway excursions, by applying a SHELLO model to categorize the human risk factors and to evaluate the importance based on the opinions of 145 airline pilots. This study integrates aviation management level expert opinions on relative weighting and improvement-achievability in order to develop four kinds of priority risk management strategies for airline pilots to reduce runway excursions. The empirical study based on experts' evaluation suggests that the most important dimension is the liveware/pilot's core ability. From the perspective of front-line pilots, the most important risk factors are the environment, wet/containment runways, and weather issues like rain/thunderstorms. Finally, this study develops practical strategies for helping management authorities to improve major operational and managerial weaknesses so as to reduce the human risks related to runway excursions. JF - Accident Analysis & Prevention AU - Chang, Yu-Hern AU - Yang, Hui-Hua AU - Hsiao, Yu-Jung AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1 University Road, Tainan City 701, Taiwan, ROC Y1 - 2016/09// PY - 2016 DA - September 2016 SP - 227 EP - 237 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 94 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Runway safety KW - Runway excursions KW - Human risk factors KW - SHELLO model KW - Risk management KW - Weather KW - Accidents KW - Prevention KW - Risk factors KW - Pilots KW - Airlines KW - Priorities KW - Thunderstorms KW - Rain KW - Containment KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1808672416?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=Human+risk+factors+associated+with+pilots+in+runway+excursions&rft.au=Chang%2C+Yu-Hern%3BYang%2C+Hui-Hua%3BHsiao%2C+Yu-Jung&rft.aulast=Chang&rft.aufirst=Yu-Hern&rft.date=2016-09-01&rft.volume=94&rft.issue=&rft.spage=227&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2016.06.007 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-07-01 N1 - Last updated - 2016-09-01 N1 - SubjectsTermNotLitGenreText - Weather; Risk management; Prevention; Accidents; Risk factors; Pilots; Thunderstorms; Priorities; Airlines; Rain; Containment DO - http://dx.doi.org/10.1016/j.aap.2016.06.007 ER - TY - JOUR T1 - The use of state-of-the-art transport models by policymakers - beauty in simplicity? AN - 1804218484 AB - Transport demand models have a long history of being a major tool in transport policy making. However, whether they are truly used in decision-making processes, and if so, whether the knowledge they provide is actually understood, is questionable. The potential contribution they can make and the importance of such models is not disputed; however, evidence shows that many issues arise with their actual use that severely limits their potential contribution. Based on case study methodology and analysis of the use of models in the transport policy processes in two countries, the UK and Israel, this paper aims to provide empirical evidence of the issues contributing to limiting the potential contribution of models and to make recommendations for better utilisation of the knowledge they can produce. The main conclusion reached is that transport models must be made simpler if they are to contribute more than they currently do to decision-making in transport policy and planning. JF - Planning Theory & Practice AU - Givoni, Moshe AU - Beyazit, Eda AU - Shiftan, Yoram AD - Transport Research Unit, Department of Geography and the Human Environment, Tel Aviv University, Tel Aviv, Israel ; Department of Urban and Regional Planning, Faculty of Architecture, Istanbul Technical University, Istanbul, Turkey ; Department of Transportation and Geo-Information, Faculty of Civil and Environmental Engineering, Technion - Israel Institute of Technology, Haifa, Israel Y1 - 2016/09// PY - 2016 DA - Sep 2016 SP - 385 EP - 404 CY - Oxfordshire PB - Taylor & Francis Ltd. VL - 17 IS - 3 SN - 1464-9357 KW - Housing And Urban Planning KW - Transport planning KW - demand modelling KW - model development KW - knowledge utilisation KW - Roads & highways KW - Decision making KW - Traffic congestion KW - Decision Making KW - Planning KW - Transportation Policy KW - United Kingdom--UK KW - Israel UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1804218484?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=Planning+Theory+%26+Practice&rft.atitle=The+use+of+state-of-the-art+transport+models+by+policymakers+-+beauty+in+simplicity%3F&rft.au=Givoni%2C+Moshe%3BBeyazit%2C+Eda%3BShiftan%2C+Yoram&rft.aulast=Givoni&rft.aufirst=Moshe&rft.date=2016-09-01&rft.volume=17&rft.issue=3&rft.spage=385&rft.isbn=&rft.btitle=&rft.title=Planning+Theory+%26+Practice&rft.issn=14649357&rft_id=info:doi/10.1080%2F14649357.2016.1188975 LA - English DB - PAIS Index N1 - Copyright - © 2016 Informa UK Limited, trading as Taylor & Francis Group N1 - Last updated - 2016-08-17 N1 - SubjectsTermNotLitGenreText - United Kingdom--UK; Israel DO - http://dx.doi.org/10.1080/14649357.2016.1188975 ER - TY - JOUR T1 - Suggestions for the Needed Standardization of Determining the Local Economic Impact of Professional Sports AN - 1834507804 AB - An effort to secure a local government subsidy for a professional sports venue or event typically cites findings from a private consultant's economic impact analysis on its purported benefits to the jurisdiction(s) offering the subsidy. Scholars have consistently expressed concerns regarding the ability of the public, and the officials that represent them, to detect the deficiencies that often plague such an analysis. The authors review the previous academic research to identify a common set of concerns regarding this form of analysis. These concerns are the basis for a list of 20 evaluative questions to consider in a critical assessment of an economic impact study. To illustrate the practicality of these questions, the authors ask them of previous studies regarding the economic impact of different professional sport venues or events in five different U.S. cities. JF - Economic Development Quarterly AU - Wassmer, Robert W AU - Ong, Ryan S AU - Propheter, Geoffrey AD - California State University-Sacramento, CA, USA ; California Department of Transportation, Sacramento, CA, USA ; New York City Independent Budget Office, New York, NY, USA ; California State University-Sacramento, CA, USA Y1 - 2016/08// PY - 2016 DA - Aug 2016 SP - 252 EP - 266 CY - Thousand Oaks PB - SAGE PUBLICATIONS, INC. VL - 30 IS - 3 SN - 0891-2424 KW - Public Administration KW - economic impact KW - professional sports KW - critique KW - Jurisdiction KW - Local Government KW - Standardization KW - Cities KW - Intellectuals KW - Professional Sports UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1834507804?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=Economic+Development+Quarterly&rft.atitle=Suggestions+for+the+Needed+Standardization+of+Determining+the+Local+Economic+Impact+of+Professional+Sports&rft.au=Wassmer%2C+Robert+W%3BOng%2C+Ryan+S%3BPropheter%2C+Geoffrey&rft.aulast=Wassmer&rft.aufirst=Robert&rft.date=2016-08-01&rft.volume=30&rft.issue=3&rft.spage=252&rft.isbn=&rft.btitle=&rft.title=Economic+Development+Quarterly&rft.issn=08912424&rft_id=info:doi/10.1177%2F0891242416636685 LA - English DB - PAIS Index N1 - Copyright - © The Author(s) 2016 N1 - Last updated - 2016-11-01 DO - http://dx.doi.org/10.1177/0891242416636685 ER - TY - JOUR T1 - Hydraulic stability of nominal and sacrificial toe berms for mound breakwaters on steep sea bottoms AN - 1832656824; 779374-30 AB - When mound breakwaters are placed on steep sea bottoms in combination with very shallow waters, the design of the toe berm becomes a relevant issue. Toe berms built close to the water surface on a steep sea bottom must withstand such high wave loads that their design may not be feasible with available quarrystones. In this study, a new design method was developed to reduce the rock size by increasing the toe berm width. The analysis involved specific 2D small-scale tests with toe berms of different rock sizes and widths, placed on a m = 1/10 bottom slope with the water surface close to the toe berm crest. Two new concepts were introduced to better characterize damage to wide toe berms: (1) the most shoreward toe berm area which effectively supports the armor layer, in this study referred to as the primary or "nominal" toe berm and (2) the most seaward toe berm area which serves to protect the nominal toe berm, in this study called the secondary or the "sacrificial" toe berm. Damage to the nominal toe berm was used to describe hydraulic stability of wider toe berms. Given a standard toe berm of three rocks wide (nominal toe berm), an equivalent toe berm with damage similar to the nominal toe berm was defined by increasing the berm width and decreasing the rock size. The reduction in rock size showed an inverse 0.4-power relation with the relative berm width. JF - Coastal Engineering AU - Herrera, Maria P AU - Molines, Jorge AU - Medina, Josep R Y1 - 2016/08// PY - 2016 DA - August 2016 SP - 361 EP - 368 PB - Elsevier, Amsterdam VL - 114 SN - 0378-3839, 0378-3839 KW - experimental studies KW - breakwaters KW - berms KW - analog simulation KW - damage KW - stability KW - mathematical models KW - physical models KW - flume studies KW - laboratory studies KW - marine installations KW - ocean waves KW - ocean floors KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832656824?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Coastal+Engineering&rft.atitle=Hydraulic+stability+of+nominal+and+sacrificial+toe+berms+for+mound+breakwaters+on+steep+sea+bottoms&rft.au=Herrera%2C+Maria+P%3BMolines%2C+Jorge%3BMedina%2C+Josep+R&rft.aulast=Herrera&rft.aufirst=Maria&rft.date=2016-08-01&rft.volume=114&rft.issue=&rft.spage=361&rft.isbn=&rft.btitle=&rft.title=Coastal+Engineering&rft.issn=03783839&rft_id=info:doi/10.1016%2Fj.coastaleng.2016.05.006 L2 - http://www.sciencedirect.com/science/journal/03783839 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Number of references - 15 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - analog simulation; berms; breakwaters; damage; experimental studies; flume studies; laboratory studies; marine installations; mathematical models; ocean floors; ocean waves; physical models; stability DO - http://dx.doi.org/10.1016/j.coastaleng.2016.05.006 ER - TY - JOUR T1 - Estimating vehicle miles traveled (VMT) in urban areas using regression kriging AN - 1811883955; PQ0003549692 AB - The recent increase in demand for performance-driven and outcome-based transportation planning makes accurate and reliable performance measures essential. Vehicle miles traveled (VMT), the total miles traveled by all vehicles on roadways, has been utilized widely as a proxy for traffic impact assessment, vehicle emissions, gasoline consumption, and crashes. Accordingly, a number of studies estimate VMT using diverse data sources. This study estimates VMT in the urban area of Bucheon, South Korea, by predicting the annual average daily traffic for unmeasured locations using spatial interpolation techniques (i.e., regression kriging and linear regression). The predictive performance of this method is compared with that of the existing Highway Performance Monitoring System (HPMS) method. The results show that regression kriging could provide more accurate VMT estimates than the HPMS method and linear regression, especially with a small sample size. JF - Journal of Advanced Transportation AU - Kim, Seheon AU - Park, Dongjoo AU - Heo, Tae-Young AU - Kim, Hyunseung AU - Hong, Dahee AD - Department of Transportation Engineering, University of Seoul, 90 Jeonnong-dong, Dongdaemun-gu, Seoul, South Korea. Y1 - 2016/08// PY - 2016 DA - August 2016 SP - 769 EP - 785 PB - Wiley-Blackwell, Commerce Pl, 350 Main St Maiden MA 02148 United States VL - 50 IS - 5 SN - 0197-6729, 0197-6729 KW - Environment Abstracts KW - Transportation KW - Gasoline KW - Emissions KW - Korea, Rep. KW - Highways KW - Urban areas KW - Traffic KW - ENA 05:Environmental Design & Urban Ecology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1811883955?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+Advanced+Transportation&rft.atitle=Estimating+vehicle+miles+traveled+%28VMT%29+in+urban+areas+using+regression+kriging&rft.au=Kim%2C+Seheon%3BPark%2C+Dongjoo%3BHeo%2C+Tae-Young%3BKim%2C+Hyunseung%3BHong%2C+Dahee&rft.aulast=Kim&rft.aufirst=Seheon&rft.date=2016-08-01&rft.volume=50&rft.issue=5&rft.spage=769&rft.isbn=&rft.btitle=&rft.title=Journal+of+Advanced+Transportation&rft.issn=01976729&rft_id=info:doi/10.1002%2Fatr.1374 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-08-01 N1 - Last updated - 2016-09-01 N1 - SubjectsTermNotLitGenreText - Transportation; Gasoline; Emissions; Highways; Traffic; Urban areas; Korea, Rep. DO - http://dx.doi.org/10.1002/atr.1374 ER - TY - JOUR T1 - A continuous berth template design model with multiple wharfs AN - 1809678587 AB - Berth planning plays an important role in improving the efficiency of a container terminal. This study focuses on the berth template problem (BTP), which determines the berthing windows of the calling ships within a planning horizon (e.g. a week) in a cyclical way. As a mid-term tactical decision problem, BTP provides the decision support for a terminal operator to negotiate the contracts with the shipping lines. This study develops an integer programming (IP) model aiming to minimize the total deviation, given the ship-dependent target times preferred by the shipping lines. To validate the model and illustrate the benefits of its use, we perform a numerical experiment based on operational data of a specific container terminal in Southeast Asia. Two IP-based heuristic methods are developed to take into account the decision framework of terminal operators in reaction to demand increases. The experiment results indicate that the model and the solution approaches can enhance the resource utilization and operational efficiency of container terminals. JF - Maritime Policy and Management AU - Huang, Kuancheng AD - Department of Transportation and Logistics Management, National Chiao Tung University, Hsinchu, Taiwan ; Department of Transportation and Logistics Management, National Chiao Tung University, Hsinchu, Taiwan Y1 - 2016///Aug/Sep PY - 2016 DA - Aug/Sep 2016 SP - 763 EP - 775 CY - London PB - Taylor & Francis Ltd. VL - 43 IS - 6 SN - 0308-8839 KW - Transportation--Ships And Shipping KW - Berth template problem KW - container terminal KW - integer programming KW - heuristic method KW - Ports KW - Integer programming KW - Negotiation KW - Efficiency KW - Ships KW - Heuristics KW - Planning KW - Shipping KW - Southeast Asia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1809678587?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=Maritime+Policy+and+Management&rft.atitle=A+continuous+berth+template+design+model+with+multiple+wharfs&rft.au=Huang%2C+Kuancheng&rft.aulast=Huang&rft.aufirst=Kuancheng&rft.date=2016-08-01&rft.volume=43&rft.issue=6&rft.spage=763&rft.isbn=&rft.btitle=&rft.title=Maritime+Policy+and+Management&rft.issn=03088839&rft_id=info:doi/10.1080%2F03088839.2016.1169449 LA - English DB - PAIS Index N1 - Copyright - © 2016 Informa UK Limited, trading as Taylor & Francis Group N1 - Last updated - 2016-08-17 N1 - SubjectsTermNotLitGenreText - Southeast Asia DO - http://dx.doi.org/10.1080/03088839.2016.1169449 ER - TY - JOUR T1 - An examination of the impact of five grade-crossing safety factors on driver decision making AN - 1808636375; PQ0003207575 AB - The authors applied signal detection theory to model the impact of five grade-crossing safety factors to understand their impact on driver decision making. The safety factors were improving commercial motor vehicle (CMV) driver safety through federal regulations, increasing locomotive conspicuity with alerting lights, increasing locomotive conspicuity with reflectors, increasing sight lines, and improving warning device reliability. The authors estimated sensitivity and bias for eight warning devices associated with each safety factor. The authors also calculated the proportion of variance accounted for by each safety factor and device type to examine the reliability of each on grade-crossing safety. Driver decision making improved due to the warning device type and the introduction of the safety factor. Of the two, warning devices exerted the most impact because they encouraged drivers to stop at grade crossings. Regulations to improve CMV driver safety, alerting lights, sight lines, and reflectors were generally equally effective in improving grade-crossing safety. A comparison of the results from the descriptive model to that produced by a more traditional accident analysis suggest that examination of accident frequency alone may minimize the impact of important safety factors and emphasizes the need to consider accident frequency with respect to human behavioral metrics. JF - Journal of Transportation Safety and Security AU - Yeh, Michelle AU - Multer, Jordan AU - Raslear, Thomas AD - U.S. Department of Transportation, John A. Volpe National Transportation Systems Center, Cambridge, Massachusetts, USA Y1 - 2016/06/30/ PY - 2016 DA - 2016 Jun 30 SP - 19 EP - 36 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 8 IS - sup1 SN - 1943-9962, 1943-9962 KW - Health & Safety Science Abstracts KW - Decision making KW - Security KW - Sensitivity KW - Accidents KW - Federal regulations KW - Transportation KW - Motor vehicles KW - Safety KW - Locomotives KW - Cytomegalovirus KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1808636375?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=Journal+of+Transportation+Safety+and+Security&rft.atitle=An+examination+of+the+impact+of+five+grade-crossing+safety+factors+on+driver+decision+making&rft.au=Yeh%2C+Michelle%3BMulter%2C+Jordan%3BRaslear%2C+Thomas&rft.aulast=Yeh&rft.aufirst=Michelle&rft.date=2016-06-30&rft.volume=8&rft.issue=sup1&rft.spage=19&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transportation+Safety+and+Security&rft.issn=19439962&rft_id=info:doi/10.1080%2F19439962.2014.959584 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-07-01 N1 - Last updated - 2016-08-04 N1 - SubjectsTermNotLitGenreText - Sensitivity; Security; Decision making; Federal regulations; Accidents; Transportation; Motor vehicles; Safety; Locomotives; Cytomegalovirus DO - http://dx.doi.org/10.1080/19439962.2014.959584 ER - TY - JOUR T1 - Chemical Munitions Search & Assessment-An evaluation of the dumped munitions problem in the Baltic Sea AN - 1832621578; 780257-4 AB - Chemical Munitions Search & Assessment (CHEMSEA) project has performed studies on chemical weapon (CW) detection, sediment pollution and spreading as well as biological effects of chemical warfare agents (CWAs) dumped in the Baltic Sea. Results suggest that munitions containing CWAs are more scattered on the seafloor than suspected, and previously undocumented dumpsite was discovered in Gdansk Deep. Pollution of sediments with CWA degradation products was local and close to the detected objects; however the pollution range was larger than predicted with theoretical models. Bottom currents observed in the dumpsites were strong enough for sediment re-suspension, and contributed to the transport of polluted sediments. Diversity and density of the faunal communities were poor at the dumping sites in comparison to the reference area, although the direct effects of CWA on benthos organisms were difficult to determine due to hypoxic or even anoxic conditions near the bottom. Equally, the low oxygen might have affected the biological effects assessed in cod and caged blue mussels. Nonetheless, both species showed significantly elevated molecular and cellular level responses at contaminated sites compared to reference sites. JF - Deep-Sea Research. Part II: Topical Studies in Oceanography AU - Beldowski, Jacek AU - Klusek, Zygmunt AU - Szubska, Marta AU - Turja, Raisa AU - Bulczak, Anna I AU - Rak, Daniel AU - Brenner, Matthias AU - Lang, Thomas AU - Kotwicki, Lech AU - Grzelak, Katarzyna AU - Jakacki, Jaromir AU - Fricke, Nicolai AU - Oestin, Anders AU - Olsson, Ulf AU - Fabisiak, Jacek AU - Garnaga, Galina AU - Nyholm, Jenny Rattfelt AU - Majewski, Piotr AU - Broeg, Katja AU - Soederstroem, Martin AU - Vanninen, Paula AU - Popiel, Stanislaw AU - Nawala, Jakub AU - Lehtonen, Kari AU - Berglind, Rune AU - Schmidt, Beata Y1 - 2016/06// PY - 2016 DA - June 2016 SP - 85 EP - 95 PB - Elsevier, Oxford VL - 128 SN - 0967-0645, 0967-0645 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832621578?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Deep-Sea+Research.+Part+II%3A+Topical+Studies+in+Oceanography&rft.atitle=Chemical+Munitions+Search+%26amp%3B+Assessment-An+evaluation+of+the+dumped+munitions+problem+in+the+Baltic+Sea&rft.au=Beldowski%2C+Jacek%3BKlusek%2C+Zygmunt%3BSzubska%2C+Marta%3BTurja%2C+Raisa%3BBulczak%2C+Anna+I%3BRak%2C+Daniel%3BBrenner%2C+Matthias%3BLang%2C+Thomas%3BKotwicki%2C+Lech%3BGrzelak%2C+Katarzyna%3BJakacki%2C+Jaromir%3BFricke%2C+Nicolai%3BOestin%2C+Anders%3BOlsson%2C+Ulf%3BFabisiak%2C+Jacek%3BGarnaga%2C+Galina%3BNyholm%2C+Jenny+Rattfelt%3BMajewski%2C+Piotr%3BBroeg%2C+Katja%3BSoederstroem%2C+Martin%3BVanninen%2C+Paula%3BPopiel%2C+Stanislaw%3BNawala%2C+Jakub%3BLehtonen%2C+Kari%3BBerglind%2C+Rune%3BSchmidt%2C+Beata&rft.aulast=Beldowski&rft.aufirst=Jacek&rft.date=2016-06-01&rft.volume=128&rft.issue=&rft.spage=85&rft.isbn=&rft.btitle=&rft.title=Deep-Sea+Research.+Part+II%3A+Topical+Studies+in+Oceanography&rft.issn=09670645&rft_id=info:doi/10.1016%2Fj.dsr2.2015.01.017 L2 - http://www.sciencedirect.com/science/journal/09670645 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Last updated - 2017-01-24 DO - http://dx.doi.org/10.1016/j.dsr2.2015.01.017 ER - TY - JOUR T1 - Exploring the association between working memory and driving performance in Parkinson's disease AN - 1790937622; PQ0003048597 AB - Objective: The aim of this study was to explore whether varying levels of operational and tactical driving task demand differentially affect drivers with Parkinson's disease (PD) and control drivers in their sign recall. Methods: Study participants aged between 50 and 70 years included a group of drivers with PD (n = 10) and a group of age- and sex-matched control drivers (n = 10). Their performance in a sign recall task was measured using a driving simulator. Results: Drivers in the control group performed better than drivers with PD in a sign recall task, but this trend was not statistically significant (P =.43). In addition, regardless of group membership, subjects' performance differed according to varying levels of task demand. Performance in the sign recall task was more likely to drop with increasing task demand (P =.03). This difference was significant when the variation in task demand was associated with a cognitive task; that is, when drivers were required to apply the instructions from working memory. Conclusions: Although the conclusions drawn from this study are tentative, the evidence presented here is encouraging with regard to the use of a driving simulator to examine isolated cognitive functions underlying driving performance in PD. With an understanding of its limitations, such driving simulation in combination with functional assessment batteries measuring physical, visual, and cognitive abilities could comprise one component of a multitiered system to evaluate medical fitness to drive. JF - Traffic Injury Prevention AU - Vardaki, Sophia AU - Devos, Hannes AU - Beratis, Ion AU - Yannis, George AU - Papageorgiou, Sokratis G AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, Athens, Greece Y1 - 2016/05/18/ PY - 2016 DA - 2016 May 18 SP - 359 EP - 366 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 17 IS - 4 SN - 1538-9588, 1538-9588 KW - Health & Safety Science Abstracts KW - Prevention KW - Driving ability KW - Injuries KW - Cognitive ability KW - Parkinson's disease KW - Simulation KW - Traffic KW - H 11000:Diseases/Injuries/Trauma UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1790937622?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=Traffic+Injury+Prevention&rft.atitle=Exploring+the+association+between+working+memory+and+driving+performance+in+Parkinson%27s+disease&rft.au=Vardaki%2C+Sophia%3BDevos%2C+Hannes%3BBeratis%2C+Ion%3BYannis%2C+George%3BPapageorgiou%2C+Sokratis+G&rft.aulast=Vardaki&rft.aufirst=Sophia&rft.date=2016-05-18&rft.volume=17&rft.issue=4&rft.spage=359&rft.isbn=&rft.btitle=&rft.title=Traffic+Injury+Prevention&rft.issn=15389588&rft_id=info:doi/10.1080%2F15389588.2015.1091926 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Prevention; Driving ability; Injuries; Cognitive ability; Parkinson's disease; Simulation; Traffic DO - http://dx.doi.org/10.1080/15389588.2015.1091926 ER - TY - JOUR T1 - Dynamic performance of high-speed railway formation with the rise of water table AN - 1807506985; 2016-067248 AB - This paper presents an experimental study on the influences of water table and train speeds on the dynamic performance of high-speed railway formation using a full-scale physical model testing apparatus. Stationary cyclic loading tests were first conducted to assess the fundamental dynamic performance of railway formation caused by increasing groundwater table. Resilient deformation increased significantly when water table rose from the subsoil bottom to the subgrade surface, and the resonant frequency of the track-formation system decreased from 16 Hz to 12 Hz. Then moving loading tests simulating train's passages were performed to reveal the dynamic responses of railway formation at train speeds of 5-360 km/h, such as the resilient deformation, dynamic soil stress and dynamic pore water pressure. Test results of two kinds of subgrade conditions were presented and compared, i.e., the design condition with the optimum subgrade moisture content and the extreme condition of the submerged subgrade. Combined with the amplification effect of increasing train speeds, the dynamic responses developed faster and larger due to water table rising. The contact pressure distribution under the track structure exhibited the shape of concave parabola for the optimum subgrade, while the distribution pattern presented the shape of letter "W" for the submerged subgrade as the soils around the edges entered into the plastic state. Finally, determination of the subgrade thickness for the design and extreme conditions was discussed, and the design code underestimated the subgrade thickness for the extreme situation in high-speed railways. Abstract Copyright (2016) Elsevier, B.V. JF - Engineering Geology AU - Jiang, Hongguang AU - Bian, Xuecheng AU - Jiang, Jianqun AU - Chen, Yunmin Y1 - 2016/05/17/ PY - 2016 DA - 2016 May 17 SP - 18 EP - 32 PB - Elsevier, Amsterdam VL - 206 SN - 0013-7952, 0013-7952 KW - soil mechanics KW - experimental studies KW - engineering properties KW - loading KW - stress KW - deformation KW - physical models KW - water table KW - cyclic loading KW - railroads KW - load tests KW - water content KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1807506985?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=Engineering+Geology&rft.atitle=Dynamic+performance+of+high-speed+railway+formation+with+the+rise+of+water+table&rft.au=Jiang%2C+Hongguang%3BBian%2C+Xuecheng%3BJiang%2C+Jianqun%3BChen%2C+Yunmin&rft.aulast=Jiang&rft.aufirst=Hongguang&rft.date=2016-05-17&rft.volume=206&rft.issue=&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2016.03.002 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2016-01-01 N1 - Number of references - 41 N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2016-07-29 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - cyclic loading; deformation; engineering properties; experimental studies; load tests; loading; physical models; railroads; soil mechanics; stress; water content; water table DO - http://dx.doi.org/10.1016/j.enggeo.2016.03.002 ER - TY - JOUR T1 - Fuzzy logic inference-based Pavement Friction Management and real-time slippery warning systems: A proof of concept study AN - 1785241508; PQ0002920721 AB - Minimizing roadway crashes and fatalities is one of the primary objectives of highway engineers, and can be achieved in part through appropriate maintenance practices. Maintaining an appropriate level of friction is a crucial maintenance practice, due to the effect it has on roadway safety. This paper presents a fuzzy logic inference system that predicts the rate of vehicle crashes based on traffic level, speed limit, and surface friction. Mamdani and Sugeno fuzzy controllers were used to develop the model. The application of the proposed fuzzy control system in a real-time slippery road warning system is demonstrated as a proof of concept. The results of this study provide a decision support model for highway agencies to monitor their network's friction and make appropriate judgments to correct deficiencies based on crash risk. Furthermore, this model can be implemented in the connected vehicle environment to warn drivers of potentially slippery locations. JF - Accident Analysis & Prevention AU - Najafi, Shahriar AU - Flintsch, Gerardo W AU - Khaleghian, Seyedmeysam AD - Virginia Department of Transportation (VDOT), Salem, USA Y1 - 2016/05// PY - 2016 DA - May 2016 SP - 41 EP - 49 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 90 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Friction KW - Pavement Friction Management (PFM) KW - Locked-wheel KW - Fuzzy logic KW - Connected vehicles KW - HSIP KW - Mortality KW - Accidents KW - Prevention KW - Control systems KW - Decision support systems KW - Safety KW - Traffic safety KW - Highways KW - Warning systems KW - Maintenance KW - Traffic KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1785241508?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=Fuzzy+logic+inference-based+Pavement+Friction+Management+and+real-time+slippery+warning+systems%3A+A+proof+of+concept+study&rft.au=Najafi%2C+Shahriar%3BFlintsch%2C+Gerardo+W%3BKhaleghian%2C+Seyedmeysam&rft.aulast=Najafi&rft.aufirst=Shahriar&rft.date=2016-05-01&rft.volume=90&rft.issue=&rft.spage=41&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2016.02.007 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-04-01 N1 - Last updated - 2016-08-17 N1 - SubjectsTermNotLitGenreText - Mortality; Prevention; Accidents; Control systems; Decision support systems; Safety; Traffic safety; Warning systems; Highways; Maintenance; Traffic DO - http://dx.doi.org/10.1016/j.aap.2016.02.007 ER - TY - JOUR T1 - Sustainability SI: Exploring Heterogeneity in Cycle Tourists' Preferences for an Integrated Bike-Rail Transport Service AN - 1798735284; PQ0002866821 AB - Bicycle tourism has recently become an important niche tourism market, and one that is growing along with rising awareness of the need for sustainable development. However, one major concern is that such tourism might generate additional car journeys, as cycle tourists often put their bikes in cars and drive to the location where their cycling will take place. This paper focuses on an integrated bike-rail transport service, and examines cyclists' preferences with regard to this service by using a discrete choice experiment in Taiwan. The preferences of different groups segmented by cycle tourists' recreation specialization level and willingness-to-pay (WTP) for service attributes were examined. Data were collected using an on-site choice experiment survey, with choice sets designed based on service attributes in the integrated bike-rail transport service context. Mixed logit models were analyzed to explore the varied preferences of the respondents. The results revealed that cycle tourists in general are concerned about the service attributes of the integrated bike-rail transport service, such as price, type of bike storage, bike storage location and service frequency. In addition, varied preferences and differences in the WTP for the attributes were found among the different groups. JF - Networks and Spatial Economics AU - Chen, Ching-Fu AU - Cheng, Wen-Chieh AD - Department of Transportation & Communication Management Science, National Cheng Kung University, 1, University Road, Tainan, 701, Taiwan, cfchen99@mail.ncku.edu.tw Y1 - 2016/03// PY - 2016 DA - March 2016 SP - 83 EP - 97 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 16 IS - 1 SN - 1566-113X, 1566-113X KW - Sustainability Science Abstracts KW - Tourism KW - Storage KW - Willingness to pay KW - Tourists KW - ISEW, Taiwan KW - Bicycles KW - Niches KW - Economics KW - Sustainable development KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1798735284?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=Networks+and+Spatial+Economics&rft.atitle=Sustainability+SI%3A+Exploring+Heterogeneity+in+Cycle+Tourists%27+Preferences+for+an+Integrated+Bike-Rail+Transport+Service&rft.au=Chen%2C+Ching-Fu%3BCheng%2C+Wen-Chieh&rft.aulast=Chen&rft.aufirst=Ching-Fu&rft.date=2016-03-01&rft.volume=16&rft.issue=1&rft.spage=83&rft.isbn=&rft.btitle=&rft.title=Networks+and+Spatial+Economics&rft.issn=1566113X&rft_id=info:doi/10.1007%2Fs11067-014-9224-z LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-06-01 N1 - Number of references - 34 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Willingness to pay; Storage; Tourism; Tourists; Bicycles; Niches; Economics; Sustainable development; ISEW, Taiwan DO - http://dx.doi.org/10.1007/s11067-014-9224-z ER - TY - JOUR T1 - Application of locally weighted regression-based approach in correcting erroneous individual vehicle speed data AN - 1776656532; PQ0002767514 AB - Because of the quality of raw data being an essential feature in determining the reliability of traffic information, an effective detection and correction of outliers in raw field-collected traffic data has been an interest for many researchers. Global positioning systems (GPS)-based traffic surveillance systems are capable of producing individual vehicle speeds that are vital for transportation researchers and practitioners in traffic management and information strategies. This study proposes a locally weighted regression (LWR)-based filtering method for individual vehicle speed data. To fully and systematically evaluate this proposed method, a technique to generate synthetic outliers and two approaches to inject synthetic outliers are presented. Parameters that affect the smoothing performance associated with LWR are devised and applied to obtain a more robust and reliable data correction method. For a comprehensive performance evaluation of the developed LWR method, comparisons to exponential smoothing (ES) and autoregressive integrated moving average (ARIMA) methods were conducted. Because the LWR-based filtering method outperformed both the ES and ARIMA methods, this study showed its useful benefits in filtering individual vehicle speed data. JF - Journal of Advanced Transportation AU - Rim, Heesub AU - Park, Seri AU - Oh, Cheol AU - Park, Junhyung AU - Lee, Gunwoo AD - Department of Transportation and Logistics Engineering, Hanyang University at Ansan, 55 Hanyangdaehak-ro, Sangnok-gu, Ansan-si, Kyunggi-do, 426-791, Republic of Korea. Y1 - 2016/03// PY - 2016 DA - March 2016 SP - 180 EP - 196 PB - Wiley-Blackwell, Commerce Pl, 350 Main St Maiden MA 02148 United States VL - 50 IS - 2 SN - 0197-6729, 0197-6729 KW - Environment Abstracts KW - Traffic management KW - Transportation KW - Velocity KW - Traffic KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1776656532?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+Advanced+Transportation&rft.atitle=Application+of+locally+weighted+regression-based+approach+in+correcting+erroneous+individual+vehicle+speed+data&rft.au=Rim%2C+Heesub%3BPark%2C+Seri%3BOh%2C+Cheol%3BPark%2C+Junhyung%3BLee%2C+Gunwoo&rft.aulast=Rim&rft.aufirst=Heesub&rft.date=2016-03-01&rft.volume=50&rft.issue=2&rft.spage=180&rft.isbn=&rft.btitle=&rft.title=Journal+of+Advanced+Transportation&rft.issn=01976729&rft_id=info:doi/10.1002%2Fatr.1325 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-03-01 N1 - Last updated - 2016-04-13 N1 - SubjectsTermNotLitGenreText - Transportation; Traffic management; Velocity; Traffic DO - http://dx.doi.org/10.1002/atr.1325 ER - TY - JOUR T1 - Quantifying relationships between abundances of cold-water coral Lophelia pertusa and terrain features: A case study on the Norwegian margin AN - 1773916681; PQ0002723958 AB - An understanding of how terrain features influence abundance of a particular species greatly aids in the development of accurate predictive habitat suitability models. In this study, we investigated the observed seafloor coverage of cold-water coral Lophelia pertusa in relation to seabed topography at the Sotbakken and Roest Reefs on the Norwegian margin. The primary terrain features at the study sites are a SW-NE stretching mound at Sotbakken Reef and SW-NE running ridges at Roest Reef, located at depths of ~300-400m and ~250-320m respectively. Ship-borne multibeam bathymetry data, JAGO dive video data and JAGO positioning data were used in this study. Terrain variables were calculated at scales of 30m, 90m and 170m based on the bathymetry data. Additionally, we investigated the relationships between the terrain variables at multiple scales using the Unweighted Pair Group Method. The observed L. pertusa coverage at both reefs was found to be significantly correlated with most investigated terrain variables, with correlations increasing in strength with increase in analysis scale, suggesting that large scale terrain features likely play an important role in influencing L. pertusa distribution. Small scale terrain variations appear less important in determining the suitability of a region of seafloor for L. pertusa colonization. We conclude that bathymetric position index and curvature, as well as seabed aspect, most strongly correlate with coral coverage, indicating that local topographic highs, with an orientation into inflowing bottom currents, are most suitable for L. pertusa habitation. These results indicate that developing habitat suitability models for L. pertusa will benefit from inclusion of particular key terrain variables (e.g. aspect, plan curvature, mean curvature and slope) and that these should ideally be computed at multiple spatial scales with a greater gap in scales than we used in this study, to maximize the inclusion of the key variables in the model whilst minimizing redundancy. JF - Continental Shelf Research AU - Tong, Ruiju AU - Purser, Autun AU - Guinan, Janine AU - Unnithan, Vikram AU - Yu, Jinsongdi AU - Zhang, Chengcheng AD - Department of Transportation, Fujian University of Technology, 350108 Fuzhou, China Y1 - 2016/03// PY - 2016 DA - March 2016 SP - 13 EP - 26 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 116 SN - 0278-4343, 0278-4343 KW - Sustainability Science Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Oceanic Abstracts KW - Cold-water coral KW - Lophelia pertusa KW - Terrain features KW - Linear regression KW - Prediction KW - Marine KW - Bottom currents KW - Spatial distribution KW - Abundance KW - Topographic effects KW - Habitat KW - Bathymetry KW - Orientation behaviour KW - Ridges KW - Colonization KW - Case studies KW - ANE, Norway KW - Coral reefs KW - Continental shelves KW - Mounds KW - Ocean floor KW - Topography KW - O 1070:Ecology/Community Studies KW - Q2 09262:Methods and instruments KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1773916681?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=Continental+Shelf+Research&rft.atitle=Quantifying+relationships+between+abundances+of+cold-water+coral+Lophelia+pertusa+and+terrain+features%3A+A+case+study+on+the+Norwegian+margin&rft.au=Tong%2C+Ruiju%3BPurser%2C+Autun%3BGuinan%2C+Janine%3BUnnithan%2C+Vikram%3BYu%2C+Jinsongdi%3BZhang%2C+Chengcheng&rft.aulast=Tong&rft.aufirst=Ruiju&rft.date=2016-03-01&rft.volume=116&rft.issue=&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=Continental+Shelf+Research&rft.issn=02784343&rft_id=info:doi/10.1016%2Fj.csr.2016.01.012 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-03-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Prediction; Colonization; Bottom currents; Continental shelves; Coral reefs; Topographic effects; Ocean floor; Bathymetry; Orientation behaviour; Case studies; Spatial distribution; Abundance; Mounds; Habitat; Ridges; Topography; Lophelia pertusa; ANE, Norway; Marine DO - http://dx.doi.org/10.1016/j.csr.2016.01.012 ER - TY - JOUR T1 - Design methodology using topology optimization for anti-vibration reinforcement of generators in a ship's engine room AN - 1786184411; PQ0002524847 AB - Structural optimization for reinforcing the anti-vibration characteristics of the generators in the engine room of a ship is presented. To improve the vibration characteristics of the structures, topology optimization methods can be effective because they can optimize the fundamental characteristics of the structure with their ability to change the topology of the target structure. Topology optimization is used to improve the characteristics of the anti-vibration reinforcement of the generators in the engine room. First, an experimentally observed vibration phenomenon is simulated using the finite element method for frequency response problems. Next, the objective function used in topology optimization is set as the dynamic work done by the load based on the energy equilibrium of the structural vibration. The optimization problem is then constructed by adding the volume constraint. Finally, based on finite element analysis and the optimization problem, topology optimization is performed on several vibration cases to improve their performance and reduce weight. JF - Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment AU - Daifuku, Masafumi AU - Nishizu, Takafumi AU - Takezawa, Akihiro AU - Kitamura, Mitsuru AU - Terashita, Haruki AU - Ohtsuki, Yasuaki AD - 1 .Department of Transportation and Environmental Engineering, Graduate School of Engineering, Hiroshima University, Hiroshima, Japan Y1 - 2016/02// PY - 2016 DA - February 2016 SP - 216 EP - 226 PB - Sage Publications, Inc., 2455 Teller Road Thousand Oaks CA 91320 United States VL - 230 IS - 1 SN - 1475-0902, 1475-0902 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE); ANTE: Abstracts in New Technologies and Engineering (AN) KW - Dynamics KW - maritime systems KW - numerical modeling KW - ship production modeling KW - structural response KW - maritime artifacts KW - design KW - Generators KW - Finite element method KW - Topology optimization KW - Vibration KW - Reinforcement KW - Engine rooms KW - Optimization KW - Mathematical analysis KW - Yes:(AN) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1786184411?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=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+M%3A+Journal+of+Engineering+for+the+Maritime+Environment&rft.atitle=Design+methodology+using+topology+optimization+for+anti-vibration+reinforcement+of+generators+in+a+ship%27s+engine+room&rft.au=Daifuku%2C+Masafumi%3BNishizu%2C+Takafumi%3BTakezawa%2C+Akihiro%3BKitamura%2C+Mitsuru%3BTerashita%2C+Haruki%3BOhtsuki%2C+Yasuaki&rft.aulast=Daifuku&rft.aufirst=Masafumi&rft.date=2016-02-01&rft.volume=230&rft.issue=1&rft.spage=216&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Institution+of+Mechanical+Engineers%2C+Part+M%3A+Journal+of+Engineering+for+the+Maritime+Environment&rft.issn=14750902&rft_id=info:doi/10.1177%2F1475090214543081 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Number of references - 27 N1 - Last updated - 2017-01-05 DO - http://dx.doi.org/10.1177/1475090214543081 ER - TY - JOUR T1 - Site specific seismic analysis at the vicinity of a bridge located within the Mississippi Embayment AN - 1784735880; 2016-038135 JF - Seismological Research Letters AU - Pezeshk, S AU - Elsayed, A AU - Huff, T AU - Pezeshk, S M AU - Cramer, Chris Y1 - 2016/02// PY - 2016 DA - February 2016 SP - 251 PB - Seismological Society of America, El Cerrito, CA VL - 87 IS - 1 SN - 0895-0695, 0895-0695 KW - United States KW - technology KW - geologic hazards KW - Mississippi Embayment KW - acceleration KW - downhole methods KW - seismic response KW - seismicity KW - seismic risk KW - natural hazards KW - ground motion KW - risk assessment KW - bridges KW - earthquakes KW - 19:Seismology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1784735880?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=Seismological+Research+Letters&rft.atitle=Site+specific+seismic+analysis+at+the+vicinity+of+a+bridge+located+within+the+Mississippi+Embayment&rft.au=Pezeshk%2C+S%3BElsayed%2C+A%3BHuff%2C+T%3BPezeshk%2C+S+M%3BCramer%2C+Chris&rft.aulast=Pezeshk&rft.aufirst=S&rft.date=2016-02-01&rft.volume=87&rft.issue=1&rft.spage=251&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - The 87th annual meeting of the Eastern Section of the Seismological Society of America N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - acceleration; bridges; downhole methods; earthquakes; geologic hazards; ground motion; Mississippi Embayment; natural hazards; risk assessment; seismic response; seismic risk; seismicity; technology; United States ER - TY - JOUR T1 - The 22 March 2014 Oso Landslide, Washington, USA AN - 1840616415; 2016-093565 AB - The Oso, Washington, USA, landslide occurred on the morning of Saturday, 22 March 2014 and claimed the lives of 43 people. The landslide began within an approximately 200-m-high hillslope comprised of unconsolidated glacial and previous landslide/colluvial deposits; it continued as a debris avalanche/debris flow that rapidly inundated a neighborhood of 35 single-family residences. An intense three-week rainfall that immediately preceded the event most likely played a role in triggering the landslide; and other factors that likely contributed to destabilization of the landslide mass include alteration of the local groundwater recharge and hydrogeological regime from previous landsliding, weakening and alteration of the landslide mass caused by previous landsliding, and changes in stress distribution resulting from removal and deposition of material from earlier landsliding. Field reconnaissance following the event revealed six distinctive zones and several subzones that are characterized on the basis of geomorphic expression, styles of deformation, geologic materials, and the types, size, and orientation of vegetation. Seismic recording of the landslide indicate that the event was marked by several vibration-generating episodes of mass movement. We hypothesize that the landslide occurred in two stages, with the first being a sequential remobilization of existing slide masses from the most recent (2006) landslide and from an ancient slide that triggered a devastating debris avalanche/debris flow. The second stage involved headward extension into previously unfailed material that occurred in response to unloading and redirection of stresses. Abstract Copyright (2016) Elsevier, B.V. JF - Geomorphology AU - Wartman, Joseph AU - Montgomery, David R AU - Anderson, Scott A AU - Keaton, Jeffrey R AU - Benoit, Jean AU - dela Chapelle, John AU - Gilbert, Robert Y1 - 2016/01/15/ PY - 2016 DA - 2016 Jan 15 SP - 275 EP - 288 PB - Elsevier, Amsterdam VL - 253 SN - 0169-555X, 0169-555X KW - United States KW - laser methods KW - geologic hazards KW - Snohomish County Washington KW - erosion features KW - vegetation KW - debris flows KW - relief KW - debris avalanches KW - mass movements KW - sediments KW - Oso Washington KW - active faults KW - faults KW - failures KW - Washington KW - Oso landslide 2014 KW - Stillaguamish River valley KW - seismology KW - colluvium KW - clastic sediments KW - rainfall KW - stress KW - statistical analysis KW - sedimentation KW - Darrington-Devils Mountain Fault KW - landslides KW - lidar methods KW - natural hazards KW - glacial sedimentation KW - unconsolidated materials KW - remote sensing KW - 23:Geomorphology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1840616415?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=Geomorphology&rft.atitle=The+22+March+2014+Oso+Landslide%2C+Washington%2C+USA&rft.au=Wartman%2C+Joseph%3BMontgomery%2C+David+R%3BAnderson%2C+Scott+A%3BKeaton%2C+Jeffrey+R%3BBenoit%2C+Jean%3Bdela+Chapelle%2C+John%3BGilbert%2C+Robert&rft.aulast=Wartman&rft.aufirst=Joseph&rft.date=2016-01-15&rft.volume=253&rft.issue=&rft.spage=275&rft.isbn=&rft.btitle=&rft.title=Geomorphology&rft.issn=0169555X&rft_id=info:doi/10.1016%2Fj.geomorph.2015.10.022 L2 - http://www.sciencedirect.com/science/journal/0169555X LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2016-01-01 N1 - Number of references - 21 N1 - Document feature - illus. incl. 1 table, sketch maps N1 - Last updated - 2016-11-17 N1 - SubjectsTermNotLitGenreText - active faults; clastic sediments; colluvium; Darrington-Devils Mountain Fault; debris avalanches; debris flows; erosion features; failures; faults; geologic hazards; glacial sedimentation; landslides; laser methods; lidar methods; mass movements; natural hazards; Oso landslide 2014; Oso Washington; rainfall; relief; remote sensing; sedimentation; sediments; seismology; Snohomish County Washington; statistical analysis; Stillaguamish River valley; stress; unconsolidated materials; United States; vegetation; Washington DO - http://dx.doi.org/10.1016/j.geomorph.2015.10.022 ER - TY - JOUR T1 - Paleoflood investigations to improve peak-streamflow regional-regression equations for natural streamflow in eastern Colorado, 2015 AN - 1861095543; 786725-1 AB - The U.S. Geological Survey (USGS), in cooperation with the Colorado Department of Transportation, developed regional-regression equations for estimating the 50-, 20-, 10-, 4-, 2-, 1-, 0.5-, 0.2-percent annual exceedance-probability discharge (AEPD) for natural streamflow in eastern Colorado. A total of 188 streamgages, consisting of 6,536 years of record and a mean of approximately 35 years of record per streamgage, were used to develop the peak-streamflow regional-regression equations. The estimated AEPDs for each streamgage were computed using the USGS software program PeakFQ. The AEPDs were determined using systematic data through water year 2013. Based on previous studies conducted in Colorado and neighboring States and on the availability of data, 72 characteristics (57 basin and 15 climatic characteristics) were evaluated as candidate explanatory variables in the regression analysis. Paleoflood and non-exceedance bound ages were established based on reconnaissance-level methods. Multiple lines of evidence were used at each streamgage to arrive at a conclusion (age estimate) to add a higher degree of certainty to reconnaissance-level estimates. Paleoflood or nonexceedance bound evidence was documented at 41 streamgages, and 3 streamgages had previously collected paleoflood data. To determine the peak discharge of a paleoflood or non-exceedance bound, two different hydraulic models were used. The mean standard error of prediction (SEP) for all 8 AEPDs was reduced approximately 25 percent compared to the previous flood-frequency study. For paleoflood data to be effective in reducing the SEP in eastern Colorado, a larger ratio than 44 of 188 (23 percent) streamgages would need paleoflood data and that paleoflood data would need to increase the record length by more than 25 years for the 1-percent AEPD. The greatest reduction in SEP for the peak-streamflow regional-regression equations was observed when additional new basin characteristics were included in the peak-streamflow regional-regression equations and when eastern Colorado was divided into two separate hydrologic regions. To make further reductions in the uncertainties of the peak-streamflow regional-regression equations in the Foothills and Plains hydrologic regions, additional streamgages or crest-stage gages are needed to collect peak-streamflow data on natural streams in eastern Colorado. Generalized-Least Squares regression was used to compute the final peak-streamflow regional-regression equations for peak-streamflow. Dividing eastern Colorado into two new individual regions at -104 degrees longitude resulted in peak-streamflow regional-regression equations with the smallest SEP. The new hydrologic region located between -104 degrees longitude and the Kansas-Nebraska State line will be designated the Plains hydrologic region and the hydrologic region comprising the rest of eastern Colorado located west of the -104 degrees longitude and east of the Rocky Mountains and below 7,500 feet in the South Platte River Basin and below 9,000 feet in the Arkansas River Basin will be designated the Foothills hydrologic region. JF - Scientific Investigations Report AU - Kohn, Michael S AU - Stevens, Michael R AU - Harden, Tessa M AU - Godaire, Jeanne E AU - Klinger, Ralph E AU - Mommandi, Amanullah Y1 - 2016 PY - 2016 DA - 2016 SP - 57 PB - U. S. Geological Survey, Reston, VA SN - 2328-031X, 2328-031X KW - United States KW - hydrology KW - gauging KW - StreamStats KW - statistical analysis KW - rivers and streams KW - eastern Colorado KW - mathematical models KW - least-squares analysis KW - models KW - streamflow KW - mathematical methods KW - probability KW - paleofloods KW - discharge KW - Colorado KW - USGS KW - regression analysis KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1861095543?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Scientific+Investigations+Report&rft.atitle=Paleoflood+investigations+to+improve+peak-streamflow+regional-regression+equations+for+natural+streamflow+in+eastern+Colorado%2C+2015&rft.au=Kohn%2C+Michael+S%3BStevens%2C+Michael+R%3BHarden%2C+Tessa+M%3BGodaire%2C+Jeanne+E%3BKlinger%2C+Ralph+E%3BMommandi%2C+Amanullah&rft.aulast=Kohn&rft.aufirst=Michael&rft.date=2016-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Scientific+Investigations+Report&rft.issn=2328031X&rft_id=info:doi/10.3133%2Fsir20165099 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - Number of references - 143 N1 - PubXState - VA N1 - Document feature - illus. incl. 8 tables, sketch maps N1 - SuppNotes - Includes appendices; Prepared in cooperation with the Colorado Department of Transportation N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - Colorado; discharge; eastern Colorado; gauging; hydrology; least-squares analysis; mathematical methods; mathematical models; models; paleofloods; probability; regression analysis; rivers and streams; statistical analysis; streamflow; StreamStats; United States; USGS DO - http://dx.doi.org/10.3133/sir20165099 ER - TY - JOUR T1 - Exploring the viability of an emission tax policy for ships at berth in Taiwanese ports AN - 1827921269; PQ0003727864 AB - This paper considers an emissions tax to help limit external air pollution from ships in Taiwanese ports through a mixed methods research (MMR) approach. Through an empirical bottom-up activity-based model, external air pollution costs are estimated for seven types of ships at berth during 2012 in the three largest Taiwanese container ports. Results show pollutants are both measurable and serious in scale, i.e. that such a tax is theoretically valuable and viable. To investigate introducing such a tax at a practical policy level, qualitative in-depth interviews were conducted with fifteen experts: port operators and government officials. Their perceptions reveal many significant tensions regarding the practicality of an emissions tax, such as a need to introduce it globally, and the idea that it may be unnecessary given other initiatives can create port sustainability. Based on these results, possibilities and considerations for the implementation and study of sustainable port operation are made. JF - International Journal of Shipping and Transport Logistics AU - Tseng, Po-Hsing AU - Pilcher, Nick AD - Department of Transportation Technology and Management, Feng Chia University, No. 100, Wenhwa Road, Taichung 40724, Taiwan Y1 - 2016///0, PY - 2016 DA - 0, 2016 SP - 705 EP - 722 PB - Inderscience Publishers Ltd., PO Box 735 Olney Bucks MK46 5WB United Kingdom VL - 8 IS - 6 SN - 1756-6517, 1756-6517 KW - Pollution Abstracts; Oceanic Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - MANAGEMENT AND BUSINESS KW - Operational Management and Marketing KW - Supply Chain and Logistics Management KW - Ships KW - Containers KW - Policies KW - Resource management KW - Sustainability KW - Taxation KW - Air pollution KW - Pollutants KW - Perception KW - Emissions KW - Shipping KW - Ferry terminals KW - Port operations KW - Tension KW - P 0000:AIR POLLUTION KW - O 4080:Pollution - Control and Prevention KW - Q2 09327:Coast defences and harbour works UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827921269?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%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Shipping+and+Transport+Logistics&rft.atitle=Exploring+the+viability+of+an+emission+tax+policy+for+ships+at+berth+in+Taiwanese+ports&rft.au=Tseng%2C+Po-Hsing%3BPilcher%2C+Nick&rft.aulast=Tseng&rft.aufirst=Po-Hsing&rft.date=2016-01-01&rft.volume=8&rft.issue=6&rft.spage=705&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Shipping+and+Transport+Logistics&rft.issn=17566517&rft_id=info:doi/10.1504%2FIJSTL.2016.079289 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Ships; Air pollution; Resource management; Policies; Pollutants; Shipping; Ferry terminals; Tension; Port operations; Taxation; Containers; Perception; Emissions; Sustainability DO - http://dx.doi.org/10.1504/IJSTL.2016.079289 ER - TY - JOUR T1 - In situ Pavement Layer Properties Using Artificial Neural Networks AN - 1827916709; PQ0003672147 AB - This paper presents a comparative study between two different back-calculation processes, in order to estimate pavement layer resilient moduli, and, particularly, to evaluate traffic effect on a soil-cement base course deterioration. Thus, it was developed a case study considering real deflection basins of a pavement obtained in two different scenarios. Deflection data were acquired by means of a Falling Weight Deflectometer (FWD) in 2009 and 2013. The back-calculation was performed considering a simplified pavement structure, composed by three layers, and the selected software were BAKFAA, from Federal Aviation Administration, and EasyNN-plus simulator, which uses Multilayer Perceptron networks and Back-propagation learning algorithm. Results indicated that (i) both back-calculation techniques are quite simple and they were useful and efficient to access the resilient moduli of the pavement layers, (ii) the soil-cement base course deteriorated strongly during the evaluation period (four years) and it lost its semi rigid characteristics, exhibiting stiffness decreasing and, as consequence, a flexible layer behavior. JF - Electronic Journal of Geotechnical Engineering AU - Fabbri, Glauco Tulio Pessa AU - Furlan, Ana Paula AD - Department of Transportation Engineering, Sao Carlos School of Engineering, University of Sao Paulo (USP), Avenida Trabalhador Sancarlense, no 400, Sao Carlos - SP, 13566-590, Brazil, afurlan@sc.usp.br Y1 - 2016///0, PY - 2016 DA - 0, 2016 SP - 6433 EP - 6444 PB - Electronic Journal of Geotechnical Engineering VL - 21 IS - 19 SN - 1089-3032, 1089-3032 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Artificial Neural Networks (ANN) KW - resilient modulus KW - deflection basins KW - back-calculation KW - non-destructive tests (NDT) KW - Mathematical models KW - Simulators KW - Case Studies KW - Algorithms KW - Basins KW - Deflection KW - Evaluation KW - Comparative studies KW - Engineering KW - Deterioration KW - Learning behaviour KW - Q2 09262:Methods and instruments KW - SW 0810:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827916709?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=Electronic+Journal+of+Geotechnical+Engineering&rft.atitle=In+situ+Pavement+Layer+Properties+Using+Artificial+Neural+Networks&rft.au=Fabbri%2C+Glauco+Tulio+Pessa%3BFurlan%2C+Ana+Paula&rft.aulast=Fabbri&rft.aufirst=Glauco+Tulio&rft.date=2016-01-01&rft.volume=21&rft.issue=19&rft.spage=6433&rft.isbn=&rft.btitle=&rft.title=Electronic+Journal+of+Geotechnical+Engineering&rft.issn=10893032&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Comparative studies; Mathematical models; Simulators; Deterioration; Deflection; Learning behaviour; Evaluation; Engineering; Case Studies; Algorithms; Basins ER - TY - JOUR T1 - On Gyratory Compaction of a Clayey Soil AN - 1827912093; PQ0003665404 AB - Soil improvement is often used as a solution to make secondary material proper for earthworks and one of the most popular techniques is the compaction. This paper discusses some results of the impacting and kneading compaction of a clayey soil. The aim was to try to reach a correspondence between both compaction method, comparing maximum dry densities. Thus, a clayey soil was submitted to gyratory compaction tests under three vertical stresses (200, 400 and 600 kPa) and two different specimens weight (1000 and 1800 g). Gyratory compaction results indicated that the maximum dry density of compacted specimens (a) at 200kPa were lower than those compacted at 400 and 600 kPa; (b) at 400 and 600 kPa the dry density did not exhibit important variations (c) the dry densities obtained for the specimens with 1000g weight were higher than the 1800g for all stresses tested. Some specimens achieved the maximum dry density from Intermediary Proctor test, but none of them reached the maximum dry density from Modified Proctor test. For the vertical stress, it was found that its increase had no or a small effect on the gain in maximum dry density. JF - Electronic Journal of Geotechnical Engineering AU - Dantas, Gustavo Henrique Santana AU - Furlan, Ana Paula AU - Fabbri, Glauco Tulio Pessa AU - Suarez, David Alex Arancibia AD - Department of Transportation Engineering, Sao Carlos School of Engineering, University of Sao Paulo (USP), Avenida Trabalhador Sancarlense, no 400, Sao Carlos - SP, 13566-590, Brazil, afurlan@sc.usp.br Y1 - 2016///0, PY - 2016 DA - 0, 2016 SP - 5725 EP - 5733 PB - Electronic Journal of Geotechnical Engineering VL - 21 IS - 17 SN - 1089-3032, 1089-3032 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Soil Compaction KW - Proctor Test KW - Gyratory Compactor KW - Engineering KW - Density KW - Soils KW - Stress KW - Compaction KW - Methodology KW - Q2 09262:Methods and instruments KW - SW 0810:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827912093?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=Electronic+Journal+of+Geotechnical+Engineering&rft.atitle=On+Gyratory+Compaction+of+a+Clayey+Soil&rft.au=Dantas%2C+Gustavo+Henrique+Santana%3BFurlan%2C+Ana+Paula%3BFabbri%2C+Glauco+Tulio+Pessa%3BSuarez%2C+David+Alex+Arancibia&rft.aulast=Dantas&rft.aufirst=Gustavo+Henrique&rft.date=2016-01-01&rft.volume=21&rft.issue=17&rft.spage=5725&rft.isbn=&rft.btitle=&rft.title=Electronic+Journal+of+Geotechnical+Engineering&rft.issn=10893032&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Soils; Compaction; Methodology; Engineering; Density; Stress ER - TY - JOUR T1 - Design of cold recycled mixes with asphalt emulsion and portland cement AN - 1827896380; PQ0003681681 AB - Recycling techniques are important tools for rehabilitation of old and deteriorated asphalt pavements. The production of cold recycled mixes using reclaimed asphalt pavement as aggregates provides economic benefits as it decreases transportation costs, energy consumption, and gas emissions. Despite that, there is no internationally accepted methodology to design this type of mix. The present research evaluated the design of cold recycled mixes through different compaction methods and varying asphalt emulsion and cement contents. Different curing temperatures and periods were analyzed to propose a faster and more practical method for mix design in the laboratory. Mechanical tests performed indicated that specimens compacted by the Marshall hammer provide similar results when varying asphalt emulsion and cement contents, while the Proctor hammer compaction was able to better capture the influence of these materials. The temperature of 60 degree C associated with shorter curing time is believed to be good for design purposes.Original Abstract: Les techniques de recyclage sont d'importants outils en matiere de remise en etat des vieux revetements asphaltiques deteriores. La fabrication d'enrobes recycles a froid en utilisant les revetements asphaltiques recuperes comme agregats offre des avantages economiques, car les couts de transport, la consommation d'energie et les emissions de gaz sont moindres. Malgre cela, il n'y a pas de methodologie acceptee mondialement en matiere de conception de ce type d'enrobe. La presente recherche a evalue la conception d'enrobes recycles a froid en utilisant differentes methodes de compactage ainsi que des teneurs en emulsion bitumineuse et en ciment variees. On a analyse differentes temperatures et periodes de traitement afin de proposer une methode plus rapide et pratique de concevoir les enrobes en laboratoire. Les essais mecaniques effectues ont indique que les specimens compactes a l'aide du marteau Marshall produisent des resultats semblables lorsqu'on varie les teneurs en emulsion bitumineuse et en ciment, tandis que le marteau compacteur Proctor a ete en mesure de mieux refleter l'effet de ces materiaux. On croit que la temperature de 60 degree C liee a un temps de traitement plus court s'avere favorable aux fins de conception. [Traduit par la Redaction] JF - Canadian Journal of Civil Engineering/Revue canadienne de genie civil AU - Bessa, Iuri S AU - Almeida, Leticia R AU - Vasconcelos, Kamilla L AU - Bernucci, Liedi LB AD - Department of Transportation Engineering, Universidade de Sao Paulo (USP), Av. Prof. Almeida Prado, Travessa 2, No. 83 - Cidade Universitaria, Sao Paulo, SP 05508-070, Brazil., iuribessa@usp.br Y1 - 2016/01// PY - 2016 DA - January 2016 SP - 773 EP - 782 PB - NRC Research Press VL - 43 IS - 9 SN - 0315-1468, 0315-1468 KW - Environment Abstracts; Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - cold recycled mixes design KW - compaction methods KW - mechanical behavior KW - curing processes KW - conception d'enrobes recycles a froid KW - methodes de compactage KW - comportement mecanique KW - procede de durcissement KW - Portland Cement KW - Recycling KW - Compaction KW - Waste management KW - Transportation KW - Economics KW - Emissions KW - Curing KW - Cement KW - Temperature KW - Energy consumption KW - Emulsions KW - Aggregates KW - Civil engineering KW - Design KW - Methodology KW - Asphalt KW - Economic benefits KW - ENA 03:Energy KW - Q2 09102:Institutes and organizations KW - SW 0810:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1827896380?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=Canadian+Journal+of+Civil+Engineering%2FRevue+canadienne+de+genie+civil&rft.atitle=Design+of+cold+recycled+mixes+with+asphalt+emulsion+and+portland+cement&rft.au=Bessa%2C+Iuri+S%3BAlmeida%2C+Leticia+R%3BVasconcelos%2C+Kamilla+L%3BBernucci%2C+Liedi+LB&rft.aulast=Bessa&rft.aufirst=Iuri&rft.date=2016-01-01&rft.volume=43&rft.issue=9&rft.spage=773&rft.isbn=&rft.btitle=&rft.title=Canadian+Journal+of+Civil+Engineering%2FRevue+canadienne+de+genie+civil&rft.issn=03151468&rft_id=info:doi/10.1139%2Fcjce-2016-0111 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-10-01 N1 - Number of references - 44 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Asphalt; Compaction; Curing; Emulsions; Civil engineering; Economic benefits; Methodology; Transportation; Cement; Economics; Emissions; Temperature; Energy consumption; Recycling; Waste management; Design; Portland Cement; Aggregates DO - http://dx.doi.org/10.1139/cjce-2016-0111 ER - TY - JOUR T1 - Reinforced stability-based design: a theoretical introduction through a mechanically reinforced masonry arch AN - 1811886611; PQ0003554892 AB - This work argues the potential to reintroduce stability-based design techniques associated with unreinforced masonry into the modern architect's vocabulary and structural engineer's skillset by introducing a theoretical reinforcement technique that removes the assumption of no slippage, transforms the loss of stability into a linear elastic failure, and maintains the unreinforced behaviour of masonry prior to the loss of stability. Limiting the scope to a semi-circular arch loaded with an asymmetric point load and applying the traditional masonry assumptions, a theoretical argument for a linear relationship between loading beyond stability, hinge rotations and an applied hinge resistance is developed. Then an innovative reinforcement technique utilising fibre reinforced polymers and the argued linearities is presented that removes the assumption of no slippage, transforms the loss of stability into a linearly elastic failure, and minimises its influence on the stable system. This technique is termed reinforced stability based design (RSBD). This work then looks at the application of the RSBD to the semi-circular arch, including numerical investigations into the various parameters that affect the developed linear relationship. Finally, a discussion on the potential to develop a generic and effective structural health monitoring for the RSBD arch is presented. JF - International Journal of Masonry Research and Innovation AU - Stockdale, Gabriel AD - Assistant in Civil Engineering, Department of Transportation, El Dorado County, Community Development Agency, 2441 Headington Road, Placerville 95667, California, USA; Formerly a Research Assistant, Department of Civil and Environmental Engineering, University of Hawaii at Manoa, Honolulu 96822, Hawaii Y1 - 2016///0, PY - 2016 DA - 0, 2016 SP - 101 EP - 141 PB - Inderscience Publishers Ltd., PO Box 735 Olney Bucks MK46 5WB United Kingdom VL - 1 IS - 2 SN - 2056-9459, 2056-9459 KW - Environment Abstracts KW - SCIENCE, ENGINEERING AND TECHNOLOGY KW - Civil Engineering and Structures KW - Materials and Manufacturing KW - Polymers KW - Innovations KW - Design KW - ENA 08:International UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1811886611?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=International+Journal+of+Masonry+Research+and+Innovation&rft.atitle=Reinforced+stability-based+design%3A+a+theoretical+introduction+through+a+mechanically+reinforced+masonry+arch&rft.au=Stockdale%2C+Gabriel&rft.aulast=Stockdale&rft.aufirst=Gabriel&rft.date=2016-01-01&rft.volume=1&rft.issue=2&rft.spage=101&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Masonry+Research+and+Innovation&rft.issn=20569459&rft_id=info:doi/10.1504%2FIJMRI.2016.077469 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-08-01 N1 - Last updated - 2016-10-12 N1 - SubjectsTermNotLitGenreText - Polymers; Design; Innovations DO - http://dx.doi.org/10.1504/IJMRI.2016.077469 ER - TY - JOUR T1 - The Feasibility of a Land Ferry System to Reduce Highway Maintenance Cost and Associated Externalities AN - 1808692955; PQ0003376032 AB - This study provides an economic evaluation for a Land Ferry, which is a rail system capable of carrying trucks and all other types of vehicles, passengers, and cargo. The Land Ferry system involves a sliding loading system to roll heavy loads onto a flatbed; as a result, loading and unloading of all vehicles and cargo could be accomplished simultaneously. The evaluation for this system included (1) the design of a new track alignment over which the Land Ferry system would run, (2) evaluation of various sources of power, (3) estimation of how many local jobs the Land Ferry would generate, and (4) a benefit-cost analysis. It was estimated that the Land Ferry would create over 45,788 temporary jobs in Nevada during the three-year construction period and 318 permanent jobs during operation. The majority of the benefits were attributed to savings in travel time ($356.4 M), vehicle operating costs ($1000.4 M), reduction of accidents ($544.6 M), and pavement maintenance ($503.2 M). These benefits would be a consequence of the shift of trucks from the highway, thus resulting in higher speeds, decrease fuel consumption, and decrease vehicle maintenance costs. The overall benefit-cost ratio of 1.7 implies a cost-effective project. JF - The Scientific World Journal AU - Merrill, Steve J AU - Paz, Alexander AU - Molano, Victor AU - Shrestha, Pramen P AU - Maheshwari, Pankaj AU - Stephen, Haroon AU - de la Fuente-Mella, Hanns AD - Nevada Department of Transportation, 1263 South Stewart Street, Carson City, NV 89712, USA, hanns.delafuente@ucv.cl Y1 - 2016/01// PY - 2016 DA - January 2016 PB - Hindawi Publishing Corporation, P.O. Box 3079 Cuyahoga Falls OH 44223 United States VL - 2016 SN - 2356-6140, 2356-6140 KW - Biotechnology and Bioengineering Abstracts KW - Unloading KW - Travel KW - Accidents KW - Fuels KW - Economics KW - W 30910:Imaging UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1808692955?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%3Abiotechresearch&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Scientific+World+Journal&rft.atitle=The+Feasibility+of+a+Land+Ferry+System+to+Reduce+Highway+Maintenance+Cost+and+Associated+Externalities&rft.au=Merrill%2C+Steve+J%3BPaz%2C+Alexander%3BMolano%2C+Victor%3BShrestha%2C+Pramen+P%3BMaheshwari%2C+Pankaj%3BStephen%2C+Haroon%3Bde+la+Fuente-Mella%2C+Hanns&rft.aulast=Merrill&rft.aufirst=Steve&rft.date=2016-01-01&rft.volume=2016&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=The+Scientific+World+Journal&rft.issn=23566140&rft_id=info:doi/10.1155%2F2016%2F8180232 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-07-01 N1 - Last updated - 2016-08-17 N1 - SubjectsTermNotLitGenreText - Travel; Unloading; Accidents; Fuels; Economics DO - http://dx.doi.org/10.1155/2016/8180232 ER - TY - JOUR T1 - Causal analysis of carbon emissions, deadweight tonnage of global shipping fleet, fuel oil consumption, and economic activities in marine transportation AN - 1808665375; PQ0003332727 AB - This paper examines the dynamic causal relationships between carbon emissions, deadweight tonnage (DWT) of the total global shipping fleet, fuel oil consumption, and economic activities for marine transportation using cointegration, error-correction, and Granger causality techniques. The intensity of carbon emissions and energy consumption, in addition to the elasticity of emissions and DWT, is discussed. It is concluded that (1) there exist long-run relationships between these variables for the period of 1980 and 2006; (2) the higher levels of economic activities induce more DWT growth than the growth of [Image omitted.] emissions; and (3) the fuel oil consumption is a weak exogenous variable to produce the[Image omitted.]emissions. This paper also found that the cost of mitigation is increasing, and thus carbon finance is likely to become more common in the future. These results also provide policy recommendations to combat climate change. JF - Energy Sources, Part B - Economics, Planning and Policy AU - Chang, Ching-Chih AD - Department of Transportation & Communication Management Science and the Research Center for Energy Technology and Strategy, National Cheng Kung University, Tainan, Taiwan Y1 - 2016///0, PY - 2016 DA - 0, 2016 SP - 303 EP - 308 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 11 IS - 4 SN - 1556-7249, 1556-7249 KW - Environment Abstracts KW - Mitigation KW - Carbon KW - Fuels KW - Economics KW - Climate change KW - Emissions KW - Economic planning KW - Energy consumption KW - Energy sources KW - Marine transportation KW - ENA 03:Energy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1808665375?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=Energy+Sources%2C+Part+B+-+Economics%2C+Planning+and+Policy&rft.atitle=Causal+analysis+of+carbon+emissions%2C+deadweight+tonnage+of+global+shipping+fleet%2C+fuel+oil+consumption%2C+and+economic+activities+in+marine+transportation&rft.au=Chang%2C+Ching-Chih&rft.aulast=Chang&rft.aufirst=Ching-Chih&rft.date=2016-01-01&rft.volume=11&rft.issue=4&rft.spage=303&rft.isbn=&rft.btitle=&rft.title=Energy+Sources%2C+Part+B+-+Economics%2C+Planning+and+Policy&rft.issn=15567249&rft_id=info:doi/10.1080%2F15567249.2011.607884 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-07-01 N1 - Last updated - 2016-09-01 N1 - SubjectsTermNotLitGenreText - Mitigation; Carbon; Fuels; Climate change; Economics; Economic planning; Emissions; Energy consumption; Energy sources; Marine transportation DO - http://dx.doi.org/10.1080/15567249.2011.607884 ER - TY - JOUR T1 - Human-centered designs, characteristics of urban streets, and pedestrian perceptions AN - 1776653647; PQ0002767506 AB - This paper presents the results of a study conducted to examine the characteristics of human-centered design and pedestrians' perceptions of street design features. The main emphasis was to determine the existence of empirical evidence that human-centered design increases pedestrian satisfaction levels and enhances community walkability. The following approach was applied in the study: (i) the existing research concerning walkable community and pedestrian facility designs was reviewed; (ii) survey data from pedestrian interviews regarding urban streets as well as the detailed geometric features of the interview sites were gathered; (iii) statistical analysis to determine whether pedestrians actually feel more satisfied when they walk in areas with human-centered design was conducted based on actual pedestrian interview scores for various street design features; and (iv) major design features to increase pedestrian satisfaction levels were identified. The study results show that pedestrians perceived planting strips as the most important design element that would increase the satisfaction scores whereas they perceived the presence of driveways and the number of vehicle lanes as design elements that that would diminish the scores. Overall, the valuable findings of this research provide evidence of the various effects of the application of human-centered design and improve our understanding of walkable communities. JF - Journal of Advanced Transportation AU - Choi, Jaisung AU - Kim, Sangyoup AU - Min, Dongchan AU - Lee, Dongmin AU - Kim, Sungkyu AD - Department of Transportation Engineering, The University of Seoul, 90 Jeonnong-dong, Dongdaemun-gu, Seoul, South Korea. Y1 - 2016/01// PY - 2016 DA - January 2016 SP - 120 EP - 137 PB - Wiley-Blackwell, Commerce Pl, 350 Main St Maiden MA 02148 United States VL - 50 IS - 1 SN - 0197-6729, 0197-6729 KW - Environment Abstracts KW - Transportation KW - Perception KW - Pedestrians KW - Planting KW - Reviews KW - Urban areas KW - Design KW - ENA 05:Environmental Design & Urban Ecology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1776653647?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+Advanced+Transportation&rft.atitle=Human-centered+designs%2C+characteristics+of+urban+streets%2C+and+pedestrian+perceptions&rft.au=Choi%2C+Jaisung%3BKim%2C+Sangyoup%3BMin%2C+Dongchan%3BLee%2C+Dongmin%3BKim%2C+Sungkyu&rft.aulast=Choi&rft.aufirst=Jaisung&rft.date=2016-01-01&rft.volume=50&rft.issue=1&rft.spage=120&rft.isbn=&rft.btitle=&rft.title=Journal+of+Advanced+Transportation&rft.issn=01976729&rft_id=info:doi/10.1002%2Fatr.1323 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-03-01 N1 - Last updated - 2016-04-13 N1 - SubjectsTermNotLitGenreText - Transportation; Perception; Reviews; Planting; Pedestrians; Design; Urban areas DO - http://dx.doi.org/10.1002/atr.1323 ER - TY - JOUR T1 - Environmental Effects Induced by Deep Subway Foundation Pit Excavation in Yellow River Alluvial Landforms AN - 1832672872; 767482-16 AB - Zhengzhou is a second-tier cities in P. R. China and is just located at Yellow River alluvial landforms where the soils are divided into four strata combinations of flood alluvial deposit based on the lithology, sedimentary environment and geomorphic units. Zijingshan Station is one of the most important stations of the total subway lines in Zhengzhou, the first and second subway lines join together at Zijingshan Station, the transfer station foundation pit has the maximum depth of 31.2 m under the ground surface and is now the deepest one in Henan Province that Zhengzhou is belonged to, and so to monitor and analyze the environmental effects induced by this type of deep foundation pit excavation is necessary and important for the foundation pits of similar deep subway stations and buildings in future. During Zijingshan Station foundation pit excavation and main station structure construction, water tables, settlements and lateral deformations around the transfer section and standard section were all measured and analyzed in time, and some conclusions are drawn out, which are that (1) the water tables are controlled to be stable when artificial ground freezing was adopted and the stable changing ratios are all <0.7 mm/day, (2) the maximum ground settlement is not adjacent to the underground continuous walls but at the overpass bridge pier with a certain distance away from the foundation pit edge, which is seriously affected by both large traffic flows and foundation pit excavation, (3) the maximum lateral deformations of the standard section are focused at the position of about 3.0 m under the ground surface, while those of the transfer section are at about 11.0 m under the ground surface; (4) the measured and monitored items such as stable water table decreasing ratio, maximum settlements and lateral deformations all meet with the local building foundation specifications. The first subway line of Zhengzhou that contains Zijingshan Station has been put to use, the environmental effects caused by foundation pit excavation are all controlled to be stable until now, and so underground continuous walls and horizontal supports are the prior selection for the deep foundation pit in Yellow River alluvial landforms. Copyright 2015 Springer International Publishing Switzerland JF - Geotechnical and Geological Engineering AU - Xu, Ping AU - Han, Yuewang AU - Duan, Honghai AU - Fang, Shitao Y1 - 2015/12// PY - 2015 DA - December 2015 SP - 1587 EP - 1594 PB - Springer, Dordrecht VL - 33 IS - 6 SN - 0960-3182, 0960-3182 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832672872?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Geotechnical+and+Geological+Engineering&rft.atitle=Environmental+Effects+Induced+by+Deep+Subway+Foundation+Pit+Excavation+in+Yellow+River+Alluvial+Landforms&rft.au=Xu%2C+Ping%3BHan%2C+Yuewang%3BDuan%2C+Honghai%3BFang%2C+Shitao&rft.aulast=Xu&rft.aufirst=Ping&rft.date=2015-12-01&rft.volume=33&rft.issue=6&rft.spage=1587&rft.isbn=&rft.btitle=&rft.title=Geotechnical+and+Geological+Engineering&rft.issn=09603182&rft_id=info:doi/10.1007%2Fs10706-015-9918-0 L2 - http://link.springer.com/journal/10706 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Last updated - 2017-01-24 DO - http://dx.doi.org/10.1007/s10706-015-9918-0 ER - TY - JOUR T1 - ENVIRONMENTAL REVIEWS AND CASE STUDIES: Setting Policy and Precedence: CREATE in Motion AN - 1758246975; PQ0002439607 AB - The Chicago Region Environmental and Transportation Efficiency (CREATE) Program is a nationally prominent rail-infrastructure program. It is managed by the unique partnership of the United States Department of Transportation (DOT), the State of Illinois, the City of Chicago, Metra, Amtrak, Association of American Railroads, and six of the nation's Class I freight railroads. The CREATE 75 super(th) Street Corridor Improvement Project (CIP) received a National Environmental Policy Act (NEPA) Environmental Impact Statement (EIS) Record of Decision in September 2014. As a result of 75 super(th) Street CIP and other completed preliminary engineering and project environmental reviews within the 70 rail-improvements program, CREATE has set a national-policy example with regard to mitigation under the environmental justice Executive Order (EO) 12898. This article provides some background on the CREATE Program and examines the development of the CREATE Environmental Justice Policy. It describes the impetus for creating the policy, namely noise impacts on low-income and minority populations resulting from the 75 super(th) Street CIP and other CREATE Program rail projects. This article also discusses the extensive coordination among Federal and State agencies, among the public and private CREATE partners, and among Community Advisory Groups and residents, all of which led to the specific mitigations addressed in the CREATE environmental justice policy. The result of these encompassing efforts, led by Federal Highway Administration and the Illinois Department of Transportation's Division of Public and Intermodal Transportation, is a precedent-setting framework for analyzing and, when necessary, mitigating the potential environmental justice impacts of the CREATE Program rail projects. The CREATE Environmental Justice Policy is precedent setting in a few ways: (a) it establishes policy where none currently exists and where existing highway-oriented policies do not seem appropriate or applicable; (b) it provides greater specificity with regard to what mitigation measures are "practicable" to address predicted noise impacts of CREATE Program rail projects on low-income and minority populations; (c) it clarifies the lead agencies' intent to maintain the transportation linkage and focus when developing and evaluating practicable mitigation measures for other (i.e., non-noise) impacts; and (d) it helps assure the equity of the transportation investment by better balancing the distribution of burdens and benefits at the project level. This article identifies the steps, when considering disproportionately high and adverse impacts to low-income and/or minority populations, on how to evaluate other practicable mitigation measures with merit under EO 12898. This article also describes the lessons learned and the dialogue necessary to receive broad support from the CREATE partners for both needed rail improvements and additional mitigations to provide offsetting benefits and opportunities to enhance Chicago-area communities, neighborhoods, and residents' quality of life. Environmental Practice 17: 256-269 (2015) JF - Environmental Practice AU - Kushto, Emily R AU - McCann, Adin AU - Deverman, Ron AD - Department of Transportation, Chicago, Illinois, emily.kushto@illinois.gov Y1 - 2015/12// PY - 2015 DA - December 2015 SP - 256 EP - 269 PB - Cambridge University Press, The Edinburgh Building, Cambridge CB2 2RU United Kingdom VL - 17 IS - 4 SN - 1466-0466, 1466-0466 KW - Sustainability Science Abstracts; Environment Abstracts KW - USA, Illinois, Chicago KW - Mitigation KW - USA, Illinois KW - Environmental impact KW - Socioeconomics KW - Environmental equity KW - Transportation KW - Case studies KW - Reviews KW - Railroads KW - Highways KW - National Environmental Policy Act KW - Quality of life KW - Urban areas KW - ENA 10:Noise Pollution KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1758246975?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=Environmental+Practice&rft.atitle=ENVIRONMENTAL+REVIEWS+AND+CASE+STUDIES%3A+Setting+Policy+and+Precedence%3A+CREATE+in+Motion&rft.au=Kushto%2C+Emily+R%3BMcCann%2C+Adin%3BDeverman%2C+Ron&rft.aulast=Kushto&rft.aufirst=Emily&rft.date=2015-12-01&rft.volume=17&rft.issue=4&rft.spage=256&rft.isbn=&rft.btitle=&rft.title=Environmental+Practice&rft.issn=14660466&rft_id=info:doi/10.1017%2FS1466046615000289 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-01-01 N1 - Number of references - 2 N1 - Last updated - 2016-03-30 N1 - SubjectsTermNotLitGenreText - Environmental equity; Mitigation; Case studies; Transportation; Railroads; Reviews; Environmental impact; Socioeconomics; National Environmental Policy Act; Highways; Urban areas; Quality of life; USA, Illinois, Chicago; USA, Illinois DO - http://dx.doi.org/10.1017/S1466046615000289 ER - TY - CPAPER T1 - Transportation Health Tool: A new tool to inform policy decisions and promote Health in All Policies T2 - 143rd American Public Health Association Annual Meeting and Exposition (APHA 2015) AN - 1731768245; 6366750 JF - 143rd American Public Health Association Annual Meeting and Exposition (APHA 2015) AU - Christopher, Ed AU - Ulin, Brigette Y1 - 2015/10/31/ PY - 2015 DA - 2015 Oct 31 KW - Policies KW - Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1731768245?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=143rd+American+Public+Health+Association+Annual+Meeting+and+Exposition+%28APHA+2015%29&rft.atitle=Transportation+Health+Tool%3A+A+new+tool+to+inform+policy+decisions+and+promote+Health+in+All+Policies&rft.au=Christopher%2C+Ed%3BUlin%2C+Brigette&rft.aulast=Christopher&rft.aufirst=Ed&rft.date=2015-10-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=143rd+American+Public+Health+Association+Annual+Meeting+and+Exposition+%28APHA+2015%29&rft.issn=&rft_id=info:doi/ L2 - https://apha.confex.com/apha/143am/webprogram/meeting.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-11-06 N1 - Last updated - 2015-11-09 ER - TY - JOUR T1 - Correlations of SPT, CPT and DPL data for sandy soil in Tanzania AN - 1832653756; 761945-6 AB - In Tanzania, standard penetration test (SPT) is the most commonly used in situ test for foundation design site investigations. In an effort to increase the amount of geotechnical information at low cost, the quicker and much cheaper dynamic probing of light (DPL) hammer is sometimes performed along with SPT to supplement the expensive SPT. Nevertheless, the information gathered with DPL has been applicable only for site stratification. Recently, the static cone penetration test (CPT) has also been introduced in the country with a view to combining these methods in site investigations. In this study, side by side testing was performed with the three in situ methods and correlations established through regression analysis and arithmetic mean methods. Results indicate that DPL data correlate better with CPT than SPT data, with lower magnitudes of transformation uncertainty. The local SPT-CPT correlations compare fairly well to those in the literature. The established correlations extend the function of DPL data to analysis and design. Copyright 2015 Springer International Publishing Switzerland JF - Geotechnical and Geological Engineering AU - Lingwanda, Mwajuma Ibrahim AU - Larsson, Stefan AU - Nyaoro, Dalmas L Y1 - 2015/10// PY - 2015 DA - October 2015 SP - 1221 EP - 1233 PB - Springer, Dordrecht VL - 33 IS - 5 SN - 0960-3182, 0960-3182 KW - soil mechanics KW - Tanzania KW - penetration tests KW - in situ KW - site exploration KW - East Africa KW - cone penetration tests KW - statistical analysis KW - sandy soil KW - correlation KW - Dar es Salaam Tanzania KW - foundations KW - Africa KW - dynamic probing of light data KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832653756?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Geotechnical+and+Geological+Engineering&rft.atitle=Correlations+of+SPT%2C+CPT+and+DPL+data+for+sandy+soil+in+Tanzania&rft.au=Lingwanda%2C+Mwajuma+Ibrahim%3BLarsson%2C+Stefan%3BNyaoro%2C+Dalmas+L&rft.aulast=Lingwanda&rft.aufirst=Mwajuma&rft.date=2015-10-01&rft.volume=33&rft.issue=5&rft.spage=1221&rft.isbn=&rft.btitle=&rft.title=Geotechnical+and+Geological+Engineering&rft.issn=09603182&rft_id=info:doi/10.1007%2Fs10706-015-9897-1 L2 - http://link.springer.com/journal/10706 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Number of references - 36 N1 - SuppNotes - Based on Publisher-supplied data N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - Africa; cone penetration tests; correlation; Dar es Salaam Tanzania; dynamic probing of light data; East Africa; foundations; in situ; penetration tests; sandy soil; site exploration; soil mechanics; statistical analysis; Tanzania DO - http://dx.doi.org/10.1007/s10706-015-9897-1 ER - TY - JOUR T1 - Paroxetine in Postmortem Fluids and Tissues from Nine Aviation Accident Victims. AN - 1713952968; 26378138 AB - Paroxetine is a selective serotonin reuptake inhibitor commonly prescribed for the treatment of depression, obsessive-compulsive disorder, panic disorder, social anxiety disorder and post-traumatic stress disorder. While the use of paroxetine is considered relatively safe, negative side effects, including nausea, drowsiness, insomnia and dizziness, can adversely affect a pilot's ability to safely operate an aircraft. The use of paroxetine may increase suicidal behavior and suicidal ideation. When relying on postmortem specimens for toxicological evaluation, a general understanding of drug distribution throughout postmortem specimens is important. This laboratory has determined the distribution of paroxetine in postmortem tissues and fluids from nine aviation accident fatalities. Specimens were processed using an n-butyl chloride liquid/liquid extraction followed by gas chromatographic/mass spectrometeric analysis. Blood paroxetine concentrations obtained from these cases ranged from 0.019 to 0.865 µg/mL. The distribution of paroxetine, expressed as mean specimen/blood ratio, was 1.67 ± 1.16 urine (n = 4), 0.08 ± 0.04 vitreous humor (n = 6), 5.77 ± 1.37 liver (n = 8), 9.66 ± 2.58 lung (n = 9), 1.44 ± 0.57 kidney (n = 8), 3.80 ± 0.69 spleen (n = 8), 0.15 ± 0.04 muscle (n = 8), 4.27 ± 2.64 brain (n = 7) and 1.05 ± 0.43 heart (n = 8). The large standard deviations associated with the paroxetine distribution coefficients suggest that paroxetine can experience significant postmortem concentration changes. Published by Oxford University Press 2015. This work is written by (a) US Government employee(s) and is in the public domain in the US. JF - Journal of analytical toxicology AU - Lewis, Russell J AU - Kemp, Philip M AU - Johnson, Robert D AD - Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA russell.j.lewis@faa.gov. ; Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA. ; Forensic Chemistry and Toxicology Laboratory, Tarrant County Medical Examiner's Office, Fort Worth, TX 76196, USA. Y1 - 2015/10// PY - 2015 DA - October 2015 SP - 637 EP - 641 VL - 39 IS - 8 KW - Paroxetine KW - 41VRH5220H KW - Index Medicus KW - Postmortem Changes KW - Humans KW - Gas Chromatography-Mass Spectrometry KW - Forensic Toxicology KW - Limit of Detection KW - Accidents, Aviation KW - Paroxetine -- analysis KW - Body Fluids -- chemistry UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1713952968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+analytical+toxicology&rft.atitle=Paroxetine+in+Postmortem+Fluids+and+Tissues+from+Nine+Aviation+Accident+Victims.&rft.au=Lewis%2C+Russell+J%3BKemp%2C+Philip+M%3BJohnson%2C+Robert+D&rft.aulast=Lewis&rft.aufirst=Russell&rft.date=2015-10-01&rft.volume=39&rft.issue=8&rft.spage=637&rft.isbn=&rft.btitle=&rft.title=Journal+of+analytical+toxicology&rft.issn=1945-2403&rft_id=info:doi/10.1093%2Fjat%2Fbkv080 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2016-09-09 N1 - Date created - 2015-09-17 N1 - Date revised - 2017-01-14 N1 - Last updated - 2017-01-19 DO - http://dx.doi.org/10.1093/jat/bkv080 ER - TY - JOUR T1 - Effect of Moisture on Ignition Time of Polymers AN - 1712774444; PQ0001989471 AB - A previous study of poly(arylether-ether-ketone) showed that the ignitability of this high temperature engineering plastic is sensitive to the presence of absorbed moisture. The present research extends this work to include five other engineering plastics: polycarbonate, polyoxymethylene, polymethylmethacrylate, polyphenylsulfone and polyhexamethyleneadipamide (PC, POM, PMMA, PPSU and PA66 respectively). Separate batches of each polymer were equilibrated in hot (80 degree C) water, 50% relative humidity at 20 degree C, or vacuum dried at 100 degree C and tested in a cone calorimeter at heat fluxes between 10 kW/m super(2) and 75 kW/m super(2). These hygrothermally-conditioned samples were also examined by microscale combustion calorimetry to determine the effect of moisture on the thermal, decomposition, and combustion properties. It was found that absorbed moisture did not change the thermal decomposition or ignition temperatures significantly, but was released as steam that formed microscopic surface bubbles at or above the softening (glass transition or melting) temperature of the polymer. The phase change from bound water to steam entrained in the polymer melt (foam) significantly reduced the ignition time compared to dry samples. Attempts were made to account for the moisture-sensitive ignition delay in terms of thermal properties, chemical processes governing ignition, and a numerical pyrolysis model. JF - Fire Technology AU - Safronava, Natallia AU - Lyon, Richard E AU - Crowley, Sean AU - Stoliarov, Stanislav I AD - Technology and Management International, LLC (TAMI), 1433 Hooper Ave, Suite 330, Toms River, NJ, 08753, USA, Natallia.ctr.Safronava@faa.gov PY - 2015 SP - 1093 EP - 1112 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 51 IS - 5 SN - 0015-2684, 0015-2684 KW - Health & Safety Science Abstracts KW - Pyrolysis KW - Fires KW - Chemical process industry KW - High temperature KW - Temperature KW - Thermal decomposition KW - Humidity KW - Calorimetry KW - Polymers KW - Combustion KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1712774444?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=Fire+Technology&rft.atitle=Effect+of+Moisture+on+Ignition+Time+of+Polymers&rft.au=Safronava%2C+Natallia%3BLyon%2C+Richard+E%3BCrowley%2C+Sean%3BStoliarov%2C+Stanislav+I&rft.aulast=Safronava&rft.aufirst=Natallia&rft.date=2015-09-01&rft.volume=51&rft.issue=5&rft.spage=1093&rft.isbn=&rft.btitle=&rft.title=Fire+Technology&rft.issn=00152684&rft_id=info:doi/10.1007%2Fs10694-014-0434-1 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-09-01 N1 - Number of references - 16 N1 - Last updated - 2015-12-09 N1 - SubjectsTermNotLitGenreText - Pyrolysis; Fires; Chemical process industry; High temperature; Temperature; Calorimetry; Humidity; Thermal decomposition; Polymers; Combustion DO - http://dx.doi.org/10.1007/s10694-014-0434-1 ER - TY - CPAPER T1 - Culvert Design and Fish Passage: A DOT Perspective T2 - 145th Annual Meeting of the American Fisheries Society (AFS 2015) AN - 1731767341; 6359700 JF - 145th Annual Meeting of the American Fisheries Society (AFS 2015) AU - Grabarkiewicz, Jeff Y1 - 2015/08/16/ PY - 2015 DA - 2015 Aug 16 KW - Fishways KW - Fish UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1731767341?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=145th+Annual+Meeting+of+the+American+Fisheries+Society+%28AFS+2015%29&rft.atitle=Culvert+Design+and+Fish+Passage%3A+A+DOT+Perspective&rft.au=Grabarkiewicz%2C+Jeff&rft.aulast=Grabarkiewicz&rft.aufirst=Jeff&rft.date=2015-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=145th+Annual+Meeting+of+the+American+Fisheries+Society+%28AFS+2015%29&rft.issn=&rft_id=info:doi/ L2 - https://afs.confex.com/afs/2015/webprogram/meeting.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-11-06 N1 - Last updated - 2015-11-09 ER - TY - RPRT T1 - HOUMA-THIBODAUX TO LOUISIANA HIGHWAY 3127 CONNECTION, TERREBONNE, LAFOURCHE, ST. JAMES, AND ST. JOHN THE BAPTIST PARISHES, LOUISIANA. AN - 1865501925; 16588 AB - PURPOSE: This project proposes to construct a new four-lane divided, limited access roadway between US Highway 90 (US 90) and Louisiana Highway 3127. The purpose of this project is to improve north-south system linkage between the Houma-Thibodaux area and the Mississippi River corridor and improve emergency and hurricane evacuation within Louisiana's bayou region through the establishment of a functional north-south transportation facility. The proposed freeway would be approximately 22 to 28 miles in length. The study area is located between US 90 and LA 3127 within the part of Louisiana known as Bayou Region. Four alternatives were evaluated against the purpose and need of the project along with the associated environmental consequences using screening criteria, and documented within the DEIS. JF - EPA number: 150211, Draft EIS, August 7, 2015 Y1 - 2015/08/07/ PY - 2015 DA - 2015 Aug 07 KW - Roads and Railroads KW - Roads KW - Highway Structures KW - Highways KW - Transportation KW - Hurricane Readiness Plans KW - Land Use KW - Environmental Justice KW - Relocation Plans KW - Recreation Facilities KW - Archaeological Sites KW - Historic Sites KW - Cultural Resources KW - Noise KW - Air Quality KW - Farmlands KW - Wetlands KW - Floodplains KW - Water Quality KW - Water Resources KW - Economic Assessments KW - Hazardous Wastes KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wildlife Habitat KW - Wild and Scenic Rivers KW - Endangered Species (Animals) KW - Threatened Species (Animals) KW - Fish KW - Mineral Resources KW - Energy Consumption KW - Louisiana KW - Federal-Aid Highway Act of 1973, Compliance KW - Department of Transportation Act of 1966, Compliance KW - Endangered Species Act of 1973, Animals KW - Executive Order 13112, Compliance KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1865501925?accountid=14244 L2 - http://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=2015-08-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HOUMA-THIBODAUX+TO+LOUISIANA+HIGHWAY+3127+CONNECTION%2C+TERREBONNE%2C+LAFOURCHE%2C+ST.+JAMES%2C+AND+ST.+JOHN+THE+BAPTIST+PARISHES%2C+LOUISIANA.&rft.title=HOUMA-THIBODAUX+TO+LOUISIANA+HIGHWAY+3127+CONNECTION%2C+TERREBONNE%2C+LAFOURCHE%2C+ST.+JAMES%2C+AND+ST.+JOHN+THE+BAPTIST+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana N1 - Date revised - 2017-02-01 N1 - SuppNotes - Draft. Preparation date: August 7, 2015 N1 - Last updated - 2017-02-07 ER - TY - JOUR T1 - An Early Cretaceous garnet pressure-temperature path recording synconvergent burial and exhumation from the hinterland of the Sevier orogenic belt, Albion Mountains, Idaho AN - 1780802124; 2016-031979 AB - Rocks may undergo complex pressure-temperature (P-T) histories during orogenesis in response to alternating episodes of synconvergent burial and exhumation. In this study, chemical zoning in garnets combined with textural and chemical evidence from the schist of Willow Creek in the Albion Mountains of south-central Idaho (USA), reveals a complex P-T path during the early stages of Sevier orogenesis. The distribution of quartz inclusions combined with internal resorption features establishes a hiatus in garnet growth. Chemical zoning was simulated using a G-minimization approach to yield a P-T path consisting of three distinct pressure changes during increasing temperature, defining an "N" shape. Lu-Hf isochron ages from multiple garnet fractions and whole-rock analyses in two samples are 132.1 + or - 2.4 and 138.7 + or - 3.5 Ma. The samples were collected from the hanging wall of the Basin-Elba thrust fault and yielded results similar to those previously obtained from the footwall. This leads to several conclusions: (1) Both the hanging wall and footwall experienced the same metamorphic event, (2) the paths document a previously unrecognized crustal thickening and synorogenic extension cycle that fills an important time gap in the shortening history of the Sevier retroarc, suggesting progressive eastward growth of the orogen rather than a two-stage history, and (3) episodes of extensional exhumation during protracted convergent orogenesis are increasingly well recognized and highlight the dynamic behavior of orogenic belts. Copyright 2015 Springer-Verlag Berlin Heidelberg JF - Contributions to Mineralogy and Petrology AU - Kelly, Eric D AU - Hoisch, Thomas D AU - Wells, Michael L AU - Vervoort, Jeffrey D AU - Beyene, Mengesha A Y1 - 2015/08// PY - 2015 DA - August 2015 EP - Article 20 PB - Springer International, Heidelberg - New York VL - 170 IS - 2 SN - 0010-7999, 0010-7999 KW - United States KW - silicates KW - geologic thermometry KW - geologic barometry KW - Cretaceous KW - Cassia County Idaho KW - garnet group KW - burial metamorphism KW - electron probe data KW - Lu/Hf KW - Willow Creek KW - Albion Range KW - metapelite KW - major elements KW - dates KW - metamorphic rocks KW - orthosilicates KW - metasedimentary rocks KW - basins KW - absolute age KW - exhumation KW - tectonics KW - back-arc basins KW - geochemistry KW - faults KW - P-T conditions KW - Idaho KW - Lower Cretaceous KW - textures KW - Sevier orogenic belt KW - Basin-Elba Fault KW - orogenic belts KW - metamorphism KW - Mesozoic KW - orogeny KW - nesosilicates KW - models KW - P-T-t paths KW - metals KW - 16:Structural geology KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1780802124?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=Contributions+to+Mineralogy+and+Petrology&rft.atitle=An+Early+Cretaceous+garnet+pressure-temperature+path+recording+synconvergent+burial+and+exhumation+from+the+hinterland+of+the+Sevier+orogenic+belt%2C+Albion+Mountains%2C+Idaho&rft.au=Kelly%2C+Eric+D%3BHoisch%2C+Thomas+D%3BWells%2C+Michael+L%3BVervoort%2C+Jeffrey+D%3BBeyene%2C+Mengesha+A&rft.aulast=Kelly&rft.aufirst=Eric&rft.date=2015-08-01&rft.volume=170&rft.issue=2&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Contributions+to+Mineralogy+and+Petrology&rft.issn=00107999&rft_id=info:doi/10.1007%2Fs00410-015-1171-2 L2 - http://www.springerlink.com/(zmx2wiu4y01pcgigj5i3jxf5)/app/home/journal.asp?referrer=parent&backto=linkingpublicationresults,1:100406,1 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Date revised - 2016-01-01 N1 - Number of references - 95 N1 - Document feature - illus. incl. 1 plate, 3 tables, geol. sketch maps N1 - Last updated - 2016-04-14 N1 - CODEN - CMPEAP N1 - SubjectsTermNotLitGenreText - absolute age; Albion Range; back-arc basins; Basin-Elba Fault; basins; burial metamorphism; Cassia County Idaho; Cretaceous; dates; electron probe data; exhumation; faults; garnet group; geochemistry; geologic barometry; geologic thermometry; Idaho; Lower Cretaceous; Lu/Hf; major elements; Mesozoic; metals; metamorphic rocks; metamorphism; metapelite; metasedimentary rocks; models; nesosilicates; orogenic belts; orogeny; orthosilicates; P-T conditions; P-T-t paths; Sevier orogenic belt; silicates; tectonics; textures; United States; Willow Creek DO - http://dx.doi.org/10.1007/s00410-015-1171-2 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 16386259; 16579 AB - PURPOSE: On June 7, 2012, the U.S. Army Corps of Engineers (USACE), New Orleans District issued a record of decision under the provision of Section 404 of the Clean Water Act regarding the Louisiana Department of Transportation and Developments proposed project to construct a 4-lane highway from Louisiana Highway 21 in Bush, Louisiana to Interstate 12 in St. Tammany Parish. The Federal Highway Administration (FHWA) intends to adopt the approved Final Environmental Impact Statement (FEIS) in accordance with the CEQ regulations, 40 CFR 1506.3. As a result, a Supplemental Final EIS (SFEIS) has been prepared to include a noise analysis in accordance with 23 CFR part 772, a de minimis, Section 4(f) evaluation in accordance with 23 CFR part 774, and an analysis of the effects resulting from a change in the location of Alternative Q's connection with Louisiana Highway 434. JF - EPA number: 150202, Final EIS, July 24, 2015 Y1 - 2015/07/24/ PY - 2015 DA - 2015 Jul 24 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386259?accountid=14244 L2 - http://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=2015-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana N1 - Date revised - 2017-02-05 N1 - SuppNotes - Final. Preparation date: July 24, 2015 N1 - Last updated - 2017-02-06 ER - TY - RPRT T1 - INTERSTATE 5 NORTH COAST CORRIDOR PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 16373284; 16555 AB - PURPOSE: This document is a Final Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for the proposed Interstate 5 (I-5) North Coast Corridor Project. The proposed project includes improvements to maintain or improve the existing and future traffic operations on the existing I-5 freeway from La Jolla Village Drive in San Diego to Harbor Drive in Oceanside/Camp Pendleton, extending approximately 27 miles along I-5. In July 2011, Caltrans identified the refined 8+4 Buffer Alternative as the Preferred Alternative. The Preferred Alternative consists of two high-occupancy vehicle (HOV) Managed Lanes in each direction, separated by a buffer from the existing four general purpose lanes in each direction. The designs of proposed bridge crossings of the lagoons have been modified to enhance lagoon function, and a number of natural and human community enhancements have been developed for inclusion in the project. Potential project benefits include maintaining or improving the existing and future traffic operations along this portion of I-5, improving the safe and efficient regional movement of people and goods, improving community connectivity, improving pedestrian and bicycle families, improving lagoon function, and providing compatibility with regional multi-modal improvements. Review under the California Environmental Quality Act has been completed for this project. JF - EPA number: 150181, Final EIS, July 2, 2015 Y1 - 2015/07/02/ PY - 2015 DA - 2015 Jul 02 KW - Roads and Railroads KW - Environmental Justice KW - Highway Structures KW - Highways KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Visual Resources KW - Wetlands KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 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/16373284?accountid=14244 L2 - http://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=2015-07-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Diego California N1 - Date revised - 2017-01-25 N1 - SuppNotes - Final. Preparation date: July 2, 2015 N1 - Last updated - 2017-01-26 ER - TY - JOUR T1 - The Draft Information System: Innovation in vessel traffic management AN - 1709190784; PQ0001894994 AB - The U.S. Saint Lawrence Seaway Development Corporation is a U.S. government corporation within the U.S. Department of Transportation that directly partners with Canada to manage and operate the seaway. The binational Great Lakes/St. Lawrence Seaway System is an economic driver for the region and a gateway to the continent's agricultural and manufacturing heartland. On an annual basis, the Great Lakes/St. Lawrence Seaway System's commercial maritime activity sustains 227,000 jobs, $33.6 billion in business revenue, $14.1 billion in wages, and $4.6 billion in taxes.1 JF - Marine Safety and Security Council. Proceedings: the Coast Guard journal of safety at sea AU - Sutton, Betty AD - Saint Lawrence Seaway Development Corporation Y1 - 2015/07// PY - 2015 DA - July 2015 SP - 56 EP - 57 PB - U.S. Coast Guard VL - 72 IS - 2 SN - 1547-9676, 1547-9676 KW - Health & Safety Science Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Oceanic Abstracts KW - Safety KW - Councils KW - Traffic KW - Security KW - Lakes KW - Coastal zone KW - Transportation KW - Traffic management KW - North America, Great Lakes KW - Economics KW - Shipping KW - Innovations KW - Information systems KW - Q2 09422:Storage and transport KW - O 6030:Oil and Gas Resources KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1709190784?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:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-09-01 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Traffic management; Economics; Shipping; Information systems; Security; Coastal zone; Lakes; Transportation; Safety; Councils; Innovations; Traffic; North America, Great Lakes ER - TY - JOUR T1 - Pond-Breeding Amphibian Community Composition in Missouri AN - 1701501725; PQ0001801459 AB - We examined pond-breeding amphibian community composition at 210 ponds in Missouri between 2002 and 2012 using drift fence, dipnet, and funnel trap data. We encountered a total of 20 pond-breeding amphibian species in the combined surveys. We also examined whether the presence of American Bullfrogs, Lithobates catesbeianus, and fish influenced these patterns of diversity. Our results indicate the presence of American Bullfrogs, fish, and their interaction influenced the community composition of amphibians at these sites but in opposite patterns. American Bullfrogs often had a positive relationship with the total number of species, total caudate species, and total anuran species, whereas fish presence was negatively associated overall with species diversity, and the presence of both American Bullfrogs and fish was negatively associated with anuran species diversity. It is important to have baseline community species composition data from wide geographical ranges so spatiotemporal changes in community structure can be noted and assessed. JF - American Midland Naturalist AU - Drake, Dana L AU - Ousterhout, Brittany H AU - Johnson, Jarrett R AU - Anderson, Thomas L AU - Peterman, William E AU - Shulse, Christopher D AU - Hocking, Daniel J AU - Lohraff, Kenton L AU - Harper, Elizabeth B AU - Rittenhouse, Tracy AG AU - Rothermel, Betsie B AU - Eggert, Lori S AU - Semlitsch, Raymond D AD - DANA L. DRAKE AND BRITTANY H. OUSTERHOUT, Division of Biological Sciences, University of Missouri, Columbia, 65211; JARRETT R. JOHNSON,, Department of Biology, Western Kentucky University, 1906 College Heights Blvd., #11080, Bowling Green, 42101; THOMAS L. ANDERSON AND WILLIAM E. PETERMAN, Division of Biological Sciences, University of Missouri, Columbia, 65211; CHRISTOPHER D. SHULSE, Missouri Department of Transportation, P.O. Box 270, Jefferson City, 65102; DANIEL J. HOCKING, Department of Natural Resources and the Environment, 114 James Hall, University of New Hampshire, Durham, 03824; KENTON L. LOHRAFF, US Army IMCOM & FLW, DPW Natural Resources Branch, 1334 First St., Bldg 2222, Fort Leonard Wood, Missouri 65473; ELIZABETH B. HARPER, Division of Natural Resource Management and Ecology, Paul Smith's College, Paul Smiths, New York 12970; TRACY A. G. RITTENHOUSE, Department of Natural Resources and the Environment, University of Connecticut, 1376 Storrs Road, Unit 4087, Storrs, 06269; B, Drake.Dana.L@gmail.com Y1 - 2015/07// PY - 2015 DA - July 2015 SP - 180 EP - 187 PB - University of Notre Dame, University of Notre Dame, Department of Diological Sciences Notre Dame IN 46556 United States VL - 174 IS - 1 SN - 0003-0031, 0003-0031 KW - ASFA 1: Biological Sciences & Living Resources; Sustainability Science Abstracts; Ecology Abstracts KW - Amphibiotic species KW - Ponds KW - Species Composition KW - Interspecific relationships KW - USA, Missouri KW - Species composition KW - Biological surveys KW - Data processing KW - Amphibians KW - Anura KW - Samplers KW - Community composition KW - Rana catesbeiana KW - Drift KW - Community structure KW - Species diversity KW - Fish KW - M3 1010:Issues in Sustainable Development KW - D 04040:Ecosystem and Ecology Studies KW - Q1 08604:Stock assessment and management UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701501725?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%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=American+Midland+Naturalist&rft.atitle=Pond-Breeding+Amphibian+Community+Composition+in+Missouri&rft.au=Drake%2C+Dana+L%3BOusterhout%2C+Brittany+H%3BJohnson%2C+Jarrett+R%3BAnderson%2C+Thomas+L%3BPeterman%2C+William+E%3BShulse%2C+Christopher+D%3BHocking%2C+Daniel+J%3BLohraff%2C+Kenton+L%3BHarper%2C+Elizabeth+B%3BRittenhouse%2C+Tracy+AG%3BRothermel%2C+Betsie+B%3BEggert%2C+Lori+S%3BSemlitsch%2C+Raymond+D&rft.aulast=Drake&rft.aufirst=Dana&rft.date=2015-07-01&rft.volume=174&rft.issue=1&rft.spage=180&rft.isbn=&rft.btitle=&rft.title=American+Midland+Naturalist&rft.issn=00030031&rft_id=info:doi/10.1674%2F0003-0031-174.1.180 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Number of references - 21 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Biological surveys; Community composition; Interspecific relationships; Amphibiotic species; Species diversity; Samplers; Species Composition; Ponds; Data processing; Community structure; Drift; Species composition; Amphibians; Fish; Rana catesbeiana; Anura; USA, Missouri DO - http://dx.doi.org/10.1674/0003-0031-174.1.180 ER - TY - RPRT T1 - PHASE 2 FUEL EFFICIENCY STANDARDS FOR MEDIUM- AND HEAVY-DUTY ENGINES AND VEHICLES MODEL YEARS 2018-2027. AN - 16375313; 16557 AB - PURPOSE: This Draft Environmental Impact Statement (Draft EIS) analyzes the environmental impacts of fuel efficiency standards and reasonable alternative standards for model years 2018 and beyond for medium and heavy- duty engines and vehicles that NHTSA has proposed under the Energy Policy and Conservation Act, as amended. Environmental impacts analyzed in this Draft EIS include those related to fuel and energy use, air quality, and climate change. In developing the proposed Medium- and Heavy- Duty Fuel Efficiency Improvement Program, NHTSA sought to achieve the maximum feasible improvement in fuel efficiency, accounting for technological feasibility, appropriateness, and cost effectiveness, as well as relevant environmental and safety considerations. The proposal is consistent with President Obama's directive to improve the fuel efficiency of and reduce greenhouse gas emissions from model year 2018 and beyond medium- and heavy- duty vehicles through coordinated Federal standards. JF - EPA number: 150177, Draft EIS, June 26, 2015 Y1 - 2015/06/26/ PY - 2015 DA - 2015 Jun 26 KW - Energy KW - Motor Vehicles KW - Emission Standards KW - Emissions KW - Energy Consumption KW - Energy Consumption Assessments KW - Air Quality KW - Climatologic Assessments KW - United States of America KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Clean Air Act Amendments of 1990, Emission Standards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375313?accountid=14244 L2 - http://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=2015-06-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHASE+2+FUEL+EFFICIENCY+STANDARDS+FOR+MEDIUM-+AND+HEAVY-DUTY+ENGINES+AND+VEHICLES+MODEL+YEARS+2018-2027.&rft.title=PHASE+2+FUEL+EFFICIENCY+STANDARDS+FOR+MEDIUM-+AND+HEAVY-DUTY+ENGINES+AND+VEHICLES+MODEL+YEARS+2018-2027.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington DC N1 - Date revised - 2017-01-25 N1 - SuppNotes - Draft. Preparation date: June 26, 2015 N1 - Last updated - 2017-01-26 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA, BOISE AND VALLEY COUNTIES, IDAHO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2012). AN - 16386698; 16539 AB - PURPOSE: This Supplemental Environmental Impact Statement (SEIS) was prepared to address the Order of the United States District Court for the Central District of California in Today's IV, Inc. vs. Federal Transit Administration et al and 515/555 Flower Associates, LLC vs. Federal Transit Administration et al . The Judgment and Order for Partial Injunctive Relief by the Honorable John A. Kronstadt on May 28, 2014 and September 9, 2014, respectively, require that the Federal Transit Administration (FTA) as the federal lead agency pursuant to the National Environmental Policy Act (NEPA) with the Los Angeles County Metropolitan Transportation Authority (Metro) explain why open-face tunneling alternatives were rejected on the Lower Flower Segment in downtown Los Angeles. This SEIS is intended to provide more information on the tunnel construction alternatives on Flower Street that were withdrawn from consideration, specifically Open-Face Shield and Sequential Excavation Method (SEM) tunneling for the Flower Street portion of the Regional Connector project alignment between 4th Street and the 7th Street/Metro Center Station, as required by the Judgment. JF - EPA number: 150162, Draft Supplement EIS, June 12, 2015 Y1 - 2015/06/12/ PY - 2015 DA - 2015 Jun 12 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386698?accountid=14244 L2 - http://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=2015-06-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA%2C+BOISE+AND+VALLEY+COUNTIES%2C+IDAHO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2012%29.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA%2C+BOISE+AND+VALLEY+COUNTIES%2C+IDAHO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2012%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California N1 - Date revised - 2016-10-17 N1 - SuppNotes - Draft. Preparation date: June 12, 2015 N1 - Last updated - 2016-10-18 ER - TY - JOUR T1 - Train-induced vibration prediction in tunnels using 2D and 3D FEM models in time domain AN - 1800392073; 2016-057187 JF - Tunnelling and Underground Space Technology AU - Real, T AU - Zamorano, C AU - Ribes, F AU - Real, J I Y1 - 2015/06// PY - 2015 DA - June 2015 SP - 376 EP - 383 PB - Elsevier, Oxford-New York VL - 49 SN - 0886-7798, 0886-7798 KW - clay KW - density KW - elastic waves KW - displacements KW - seismic response KW - finite element analysis KW - surface waves KW - railroads KW - tunnels KW - sediments KW - vibration KW - time domain analysis KW - induced earthquakes KW - faults KW - sand KW - numerical models KW - guided waves KW - clastic sediments KW - loading KW - prediction KW - friction KW - silt KW - Rayleigh waves KW - earthquake prediction KW - risk assessment KW - seismic waves KW - earthquakes KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1800392073?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=Tunnelling+and+Underground+Space+Technology&rft.atitle=Train-induced+vibration+prediction+in+tunnels+using+2D+and+3D+FEM+models+in+time+domain&rft.au=Real%2C+T%3BZamorano%2C+C%3BRibes%2C+F%3BReal%2C+J+I&rft.aulast=Real&rft.aufirst=T&rft.date=2015-06-01&rft.volume=49&rft.issue=&rft.spage=376&rft.isbn=&rft.btitle=&rft.title=Tunnelling+and+Underground+Space+Technology&rft.issn=08867798&rft_id=info:doi/10.1016%2Fj.tust.2015.05.004 L2 - http://www.sciencedirect.com/science/journal/08867798 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - Number of references - 25 N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2016-06-30 N1 - SubjectsTermNotLitGenreText - clastic sediments; clay; density; displacements; earthquake prediction; earthquakes; elastic waves; faults; finite element analysis; friction; guided waves; induced earthquakes; loading; numerical models; prediction; railroads; Rayleigh waves; risk assessment; sand; sediments; seismic response; seismic waves; silt; surface waves; time domain analysis; tunnels; vibration DO - http://dx.doi.org/10.1016/j.tust.2015.05.004 ER - TY - JOUR T1 - Research on relationship between in-vehicle information system and driving safety based on scanning features AN - 1746890531; PQ0002324349 AB - In order to study the influence of IVIS on driver s psychology and safety behavior, in the test vehicle, the eye tracker, the vehicle navigation system and other equipment, the test route is selected to complete the real vehicle test. Compared with the use of IVIS, the vehicle equipment is set at different position and different information release mode to drive the difference of the driver's behavior. Using eye tracker to collect the driver's data, the difference of scanning behavior is analyzed by using statistical analysis method, and the influence of IVIS on driving safety is analyzed. It shows that the use of IVIS takes up more cognitive resources, resulting in the increase of psychological load and decrease of driving safety. When the vehicle navigation installed above the object stage and provide voice broadcast information, can make the psychological load decrease. Optimize the position and information release mode of IVIS, to some extent, ease the negative impact on the safety of the vehicle information. JF - Zhongguo Anquan Kexue Xuebao / China Safety Science Journal AU - Yin, Li AU - Wu, Ling AU - Lu, Qiao-Zhen AU - Zhu, Tong AD - Department of Transportation, School of Automobile, Chang an University, Xian Shaanxi 710064, China, yinli@chd.edu.cn PY - 2015 SP - 124 EP - 128 PB - Zhongguo Laodong Baohu Kexue Jishu Xuehui Bianji Chubanbu, A4, Section 9, Hepingli Dongcheng District Beijing 100013 VL - 25 IS - 6 SN - 1003-3033, 1003-3033 KW - Health & Safety Science Abstracts KW - Driving ability KW - Behavior KW - Eye KW - Psychology KW - Safety KW - Navigation KW - Information systems KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1746890531?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=Zhongguo+Anquan+Kexue+Xuebao+%2F+China+Safety+Science+Journal&rft.atitle=Research+on+relationship+between+in-vehicle+information+system+and+driving+safety+based+on+scanning+features&rft.au=Yin%2C+Li%3BWu%2C+Ling%3BLu%2C+Qiao-Zhen%3BZhu%2C+Tong&rft.aulast=Yin&rft.aufirst=Li&rft.date=2015-06-01&rft.volume=25&rft.issue=6&rft.spage=124&rft.isbn=&rft.btitle=&rft.title=Zhongguo+Anquan+Kexue+Xuebao+%2F+China+Safety+Science+Journal&rft.issn=10033033&rft_id=info:doi/10.16265%2Fj.cnki.issn1003-3033.2015.06.021 LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-12-01 N1 - Number of references - 5 N1 - Last updated - 2015-12-23 N1 - SubjectsTermNotLitGenreText - Driving ability; Eye; Behavior; Psychology; Safety; Navigation; Information systems DO - http://dx.doi.org/10.16265/j.cnki.issn1003-3033.2015.06.021 ER - TY - JOUR T1 - Experiment on the lateral load capacity of single piles under scour conditions AN - 1727695142; PQ0002150905 AB - The author devised laboratory model experiments under different scour depths. After that, the finite difference software FLAC(3D) is used to simulate the test model, and comparing the results between them, then correct the model parameters according to the model test results. Based on the revised numerical model, the author discuss the scour angel, the pile head fixed method, and scouring forms, put forward some conclusions that are beneficial to practical engineering. When the scour depth is less than 1.5 times pile diameter, the lateral load capacity is not likely to be influenced by scour, while the scour depth increase up to 8 times pile diameter, the lateral load capacity decrease 80 % compared to un-scoured conditions. Numerical analysis indicates that under a certain scour depth, pile lateral load capacity is not likely to be influenced by scour width, and fixed pile head is beneficial to the lateral bearing property. JF - Shuili Xuebao (Journal of Hydraulic Engineering) AU - Hu, Dan AU - Li, Fen AU - Zhang, Kaiying AD - Department of Transportation, Wuhan University of Technology, Wuhan 430063, China, hudan1989.happy@163.com Y1 - 2015/06// PY - 2015 DA - June 2015 SP - 263 EP - 266 PB - Chinese Hydraulic Engineering Society, A-1 Fuxing Road Beijing 100038 http://jhe.ches.org.cn VL - 46 SN - 0559-9350, 0559-9350 KW - ASFA 2: Ocean Technology Policy & Non-Living Resources; Water Resources Abstracts; Aqualine Abstracts KW - Hydraulic engineering KW - Model Testing KW - Piles KW - Numerical analysis KW - Engineering KW - Scale models KW - Hydraulic Engineering KW - Mathematical models KW - Laboratories KW - Model Studies KW - Numerical Analysis KW - Scouring KW - Scour KW - Capacity KW - AQ 00001:Water Resources and Supplies KW - Q2 09283:Soil mechanics KW - SW 0810:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1727695142?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Shuili+Xuebao+%28Journal+of+Hydraulic+Engineering%29&rft.atitle=Experiment+on+the+lateral+load+capacity+of+single+piles+under+scour+conditions&rft.au=Hu%2C+Dan%3BLi%2C+Fen%3BZhang%2C+Kaiying&rft.aulast=Hu&rft.aufirst=Dan&rft.date=2015-06-01&rft.volume=46&rft.issue=&rft.spage=263&rft.isbn=&rft.btitle=&rft.title=Shuili+Xuebao+%28Journal+of+Hydraulic+Engineering%29&rft.issn=05599350&rft_id=info:doi/10.13243%2Fj.cnki.slxb.2015.S1.048 LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-10-01 N1 - Number of references - 3 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Piles; Numerical analysis; Scouring; Scale models; Mathematical models; Hydraulic engineering; Numerical Analysis; Engineering; Laboratories; Scour; Hydraulic Engineering; Model Testing; Capacity; Model Studies DO - http://dx.doi.org/10.13243/j.cnki.slxb.2015.S1.048 ER - TY - RPRT T1 - SIX COUNTY ASSOCIATION OF GOVERNMENT PROPOSED RAIL LINE BETWEEN LEVAN AND SALINA, UTAH. AN - 16388299; 16530 AB - PURPOSE: The Six County Association of Governments (SCAOG or the Applicant) is proposing to construct a new 43-mile rail line between Juab and Salina in central Utah. The purpose of this project is to provide rail access to local industries; primarily the Southern Utah Fuel Company (SUFCO) coal mine owned by Bowie Resources and located about 30 miles northeast of Salina, Utah. The SUFCO mine produces 6 million to 7 million tons of low-sulfur coal annually. About 4 million tons are shipped to power plants in Carbon and Emery Counties east of the mine, about 1 million tons are shipped to the Salt Lake City area, and 1 million to 2 million tons are shipped to the Sharp loading facility near Levan, Utah. Other than Juabs access to the nearby Union Pacific Railroad (UPRR) line, there is no freight rail service in this part of Utah, and, therefore, local industries in Sanpete and Sevier Counties rely exclusively on trucking for freight transportation, including the transportation of coal from the SUFCO mine. Office of Environmental Analysis (OEA) issued the Draft Environmental Impact Statement (EIS) for this project in June 2007. During the public review and comment period, the U.S. Environmental Protection Agency (EPA) submitted informal comments suggesting that OEA conduct a more detailed analysis of the potential impacts of each alternative route on wetlands and consider an alternative that would either avoid or have fewer impacts on wetlands at the north end of the project. Following receipt of EPAs letter, OEA worked closely with the U.S. Army Corps of Engineers (USACE) to determine the extent of water resources that would be impacted by each alternative and to identify new alternatives that could avoid or minimize these impacts. OEA released its analysis on May 2, 2014, in a Supplemental Draft EIS. Comments were due on June 23, 2014. This Final EIS responds to the comments received on both the Draft and Supplemental Draft EISs. In addition, it sets forth the mitigation measures recommended by OEA to minimize environmental impacts associated with this project. Finally, it contains OEAs major conclusions based on the information available to date; consultation with Federal, state, and local agencies; input from a wide variety of organizations and citizens of Utah; and its own independent environmental analysis. OEA has identified Alternative B3/B2 as its Environmentally Preferable Alternative for the proposed new rail line because it would have the least impacts to water resources (including wetlands) and associated biological resources, as well as fewer impacts to cultural and historic resources. The proposed rail line would remove up to 750 truck trips per day (one way) from local roads. These trucks currently haul coal produced by the SUFCO mine out of the area. The trucks pass through the cities of Salina, Centerfield, Gunnison, and Levan on their way to a loading facility near Salina, where the coal is removed from the trucks and loaded onto trains. As an example, trucks travel through downtown Salina at a frequency of about one truck every minute. The trucks use local and state highways as well as city streets that are not designed for heavy truck loads. Each truck carries about 43 tons of coal. OEA originally considered 15 build alternatives in the Draft EIS. Thirteen of the alternatives were dismissed from further consideration for a variety of reasons. In addition to the No-Action Alternative (Alternative A), two build alternatives were carried forward for detailed analysis: the Applicants Proposed Action as of the Draft EIS (Alternative B) and a second alternative (Alternative C). The Supplemental Draft EIS examined five build alternatives in addition to the No-Action Alternative (Alternative A). The build alternatives consist of Alternative B (the Proposed Action in the Draft EIS), three modified alternative routes (Alternatives B1, B2, and B3) developed by the Applicant after issuance of the Draft EIS, and Alternative N1 near Mills, Utah, which had been dismissed in the Draft EIS but was re-evaluated in the Supplemental Draft. Each of the build alternatives considered in both the Draft, Supplemental Draft, and Final EISs would result in adverse impacts, primarily to wetlands, farmlands, and cultural resources. To minimize and, in some cases, avoid potential environmental impacts to these resources, OEA recommended that the Board impose environmental mitigation measures. These measures include requiring the Applicant to use construction practices that would maintain natural water flow and drainage and use best management practices. OEA assessed noise and vibration impacts that would result from both rail line construction and train operations on the proposed new rail line. Following the Boards regulations for noise analysis, OEA first determined whether the project would result in an increase in noise exposure as measured by a day-night average noise level (Ldn) of 3 A-weighted decibels (dBA) or more and an increase to a noise level of 65 dBA Ldn. OEAs analysis indicated that the width of the 65-dBA Ldn wayside train noise contour would be 38 feet, a distance that is within the proposed right-of-way limits for the projecta 100-foot-wide right-of-way would be required for rail operations, and a 200-foot-wide right-of-way would be required for and during construction of the rail line. No sensitive receptors are located within the 65-dBA Ldn wayside noise contour for the project. However, because of the relatively low background noise levels in the study area, 16 residences located within 0.25 mile of the crossings would likely hear train warning signals sounded at the public crossings. OEA recommended mitigation to minimize construction-related noise. The Applicants Proposed Action (Alternative B in the Draft EIS) would fill 12.3 acres of wetlands. Three new alternatives were studied in the Supplemental Draft EIS and Final EIS that would reduce potential project-related wetland impacts. The alternatives studied in detail would fill 3.1 acres if the Applicants new Proposed Action (Alternative B/B2) were constructed or 2.1 acres if Alternative B3/B2 were constructed. Alternative N1, which would impact 0.5 acre, was studied but dismissed for safety reasons. OEA has recommended 17 mitigation measures to avoid or reduce impacts on water resources and wetlands in this Final EIS. The U.S. Fish and Wildlife Service (USFWS) determined that the Proposed Action and Alternatives would have no effect on threatened or endangered species. USFWS has designated critical habitat for two federally listed species: one bird species, the southwestern willow flycatcher (Empidonax traillii extimus), and one plant species, the heliotrope milkvetch (Astragalus montii). Project-related construction and operation would not affect these species because the areas designated as critical habitat for each of these species are outside the project right-of-way (area of disturbance). Also, the Bureau of Land Management (BLM) has stated that no threatened, endangered, or sensitive species are present on BLM-administered land in the project right-of-way. Other minor impacts to wildlife habitat are addressed with proposed mitigation. Construction of the proposed rail line would result in the loss of 66 acres of irrigated farmland and between 126 acres (Alternative B/B2) and 165 acres (Alternative B3/B2) of non-irrigated and sub-irrigated cropland. The potential overall project benefits from the reduction of truck traffic include reduced congestion and improved safety on affected roads, reduced traffic delay, reduced noise in communities along local roads, reduced local air pollutant emissions, reduced roadway maintenance costs, and longer pavement life. Construction of the proposed rail line would potentially eliminate 108 jobs in the trucking industry. These jobs could be offset by new jobs in the rail industry. OEA's analysis indicates that any socioeconomic impacts that could occur from job loss in the trucking industry would not be disproportionately borne by minority or low-income populations. Construction of the proposed rail line would adversely affect up to 36 properties within the area of potential effects that are eligible or unevaluated for listing on the National Register of Historic Places. OEA, in coordination with the Utah State Historic Preservation Officer, BLM, USACE, the State of Utah School and Institutional Trust Lands Administration (SITLA), the Utah Department of Natural Resources, State Parks and Recreation, 11 federally recognized tribes, and the Applicant, is preparing a Programmatic Agreement to satisfy the requirements of Section 106 of the National Historic Preservation Act. Based on its independent environmental analysis and review of all comments received, OEA recommends that the Board grant the Applicant authority to construct and operate Alternative B3/B2. JF - EPA number: 150153, Final EIS, May 29, 2015 Y1 - 2015/05/29/ PY - 2015 DA - 2015 May 29 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Grazing KW - Historic Sites KW - Livestock KW - Railroad Structures KW - Railroads KW - Ranges KW - Recreation Resources KW - Transportation KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388299?accountid=14244 L2 - http://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=2015-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SIX+COUNTY+ASSOCIATION+OF+GOVERNMENT+PROPOSED+RAIL+LINE+BETWEEN+LEVAN+AND+SALINA%2C+UTAH.&rft.title=SIX+COUNTY+ASSOCIATION+OF+GOVERNMENT+PROPOSED+RAIL+LINE+BETWEEN+LEVAN+AND+SALINA%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Hines, Oregon N1 - Date revised - 2016-09-28 N1 - SuppNotes - Final. Preparation date: May 29, 2015 N1 - Last updated - 2016-09-29 ER - TY - RPRT T1 - UNITED STATES HIGHWAY (US) 281 FROM LOOP 1604 TO BORGFELD DRIVE, BEXAR COUNTY, TEXAS. AN - 16386003; 16508 AB - PURPOSE: The proposed action is the construction of highway improvements to an approximately eight-mile stretch of United States Highway 281 extending from loop 1604 within the city of San Antonio to Borgfeld Drive in northern Bexar County, Texas. Two Build Alternatives and a No-Build Alternative have been examined as ways to address growth, improve functionality, improve safety, and enhance community quality of life. The social, economic, and environmental effects of this proposed action are analyzed including land use, farmland, air quality, noise, wetlands, floodplains, water quality, biological resources, cultural resources, parklands, hazardous/regulated materials, aesthetics, and indirect and cumulative effects. JF - EPA number: 150131, Final EIS, May 22, 2015 Y1 - 2015/05/22/ PY - 2015 DA - 2015 May 22 KW - Roads and Railroads KW - Biologic Surveys KW - Floodplains KW - Geologic Assessments KW - Highways KW - Highway Structures KW - Hydrologic Assessments KW - Noise KW - Roads KW - Transportation KW - Water Quality 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/16386003?accountid=14244 L2 - http://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=2015-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28US%29+281+FROM+LOOP+1604+TO+BORGFELD+DRIVE%2C+BEXAR+COUNTY%2C+TEXAS.&rft.title=UNITED+STATES+HIGHWAY+%28US%29+281+FROM+LOOP+1604+TO+BORGFELD+DRIVE%2C+BEXAR+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas N1 - Date revised - 2016-09-28 N1 - SuppNotes - Final. Preparation date: May 22, 2015 N1 - Last updated - 2016-09-29 ER - TY - RPRT T1 - SOUTHWEST LIGHT RAIL TRANSIT (METRO GREEN LINE EXTENSION), HENNEPIN COUNTY, MINNESOTA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2012). AN - 16375149; 16509 AB - PURPOSE: The Metropolitan Council (Council) proposes to construct and operate the approximately 16-mile Southwest Light Rail Transit (METRO Green Line Extension) project (Southwest LRT) as an extension of the Central Corridor LRT (METRO Green Line) to provide transportation improvements in the southwest metropolitan region. The Southwest LRT would extend from Eden Prairie, Minnesota, through the cities of Minnetonka, Hopkins, and St. Louis Park, to downtown Minneapolis, passing in close proximity to Edina, and connecting to the METRO Green Line, which began revenue service in June 2014. The identified Locally Preferred Alternative (LPA) is a light rail line alignment constructed and operating on the Kenilworth-Opus-Golden Triangle alignment, reflecting adjustments to the LPA made subsequent to publication of the Draft Environmental Impact Statement (EIS). In addition to the proposed light rail alignment, stations, park-and-ride lots, and ancillary facilities, including a proposed Operations and Maintenance Facility (OMF), the LPA includes proposed related bus, roadway, bicycle/pedestrian improvements, and freight rail modifications. This Supplemental Draft EIS restates the projects Purpose and Need Statement from the Draft EIS and provides a description of the proposed action (that is, the LPA), focusing on three areas that are evaluated within the Supplemental Draft EIS. It also includes a description of the process and analyses used to identify adjustments to the LPA in those three areas. The three areas analyzed in this limited-scope Supplemental Draft EIS are: adjustments to the proposed light rail alignment and station improvements in a segment in Eden Prairie, generally between the intersections of Technology Drive and Mitchell Road and of Flying Cloud Drive and Valley View Road; the location of a proposed OMF in Hopkins; and adjustments to proposed light rail and freight rail alignments and LRT stations in a segment in St. Louis Park and Minneapolis, generally between Louisiana Avenue South and Penn Avenue South. This Supplemental Draft EIS augments the information and analyses provided in the Draft EIS focusing on changes that may result in significant adverse environmental impacts of the proposed project since publication of the Draft EIS in October 2012. This Supplemental Draft EIS also includes additional preliminary Section 4(f) de minimis impact findings not included in the Draft EIS. JF - EPA number: 150132, Draft Supplemental EIS, May 22, 2015 Y1 - 2015/05/22/ PY - 2015 DA - 2015 May 22 KW - Roads and Railroads KW - Central Business Districts KW - Environmental Justice KW - Floodplains KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375149?accountid=14244 L2 - http://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=2015-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+LIGHT+RAIL+TRANSIT+%28METRO+GREEN+LINE+EXTENSION%29%2C+HENNEPIN+COUNTY%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2012%29.&rft.title=SOUTHWEST+LIGHT+RAIL+TRANSIT+%28METRO+GREEN+LINE+EXTENSION%29%2C+HENNEPIN+COUNTY%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2012%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois N1 - Date revised - 2016-09-28 N1 - SuppNotes - Draft. Preparation date: May 22, 2015 N1 - Last updated - 2016-09-29 ER - TY - RPRT T1 - ST. JOHN THE BAPTIST PARISH, RESERVE TO I-10 CONNECTOR, LOUISIANA. AN - 16375151; 16504 AB - PURPOSE: This project is a proposal to construct a new two lane limited access highway between (and linking) US Highway 61 (US 61) in the area of Reserve in the St. John the Baptist, Louisiana, and Interstate Highway 10 (I-10). Most of the new roadway would be on bridge structure and built over wetland areas. A new interchange at I-10 would be required as part of this project. The proposed new highway would be approximately 2.6 miles in length. The logical termini, or project limits, for the EIS study area and National Environmental Policy Act (NEPA) documentation extended from 14 mile to the east of US 51 on the east to the St. John the Baptist/St. James Parish Line on the west, and from 14 mile north of I-10 on the north to 14 mile south of US 61 on the south. Several alternatives were considered including the No-Build Alternative. Effects to the human and natural environment, as well as the relative benefits of the project alternatives, have been evaluated and are presented within this DEIS document. JF - EPA number: 150127, Draft EIS, May 15, 2015 Y1 - 2015/05/15/ PY - 2015 DA - 2015 May 15 KW - Roads and Railroads KW - Highways KW - Transportation KW - Land Use KW - Traffic Analyses KW - Noise Assessments KW - Noise KW - Demography KW - Environmental Justice KW - Vegetation KW - Wetlands KW - Water Quality KW - Louisiana KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375151?accountid=14244 L2 - http://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=2015-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+JOHN+THE+BAPTIST+PARISH%2C+RESERVE+TO+I-10+CONNECTOR%2C+LOUISIANA.&rft.title=ST.+JOHN+THE+BAPTIST+PARISH%2C+RESERVE+TO+I-10+CONNECTOR%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, New Orleans, Louisiana N1 - Date revised - 2016-09-09 N1 - SuppNotes - Draft. Preparation date: May 15, 2015 N1 - Last updated - 2016-09-12 ER - TY - RPRT T1 - CAL BLACK MEMORIAL AIRPORT, HALLS CROSSING, SAN JUAN COUNTY, UTAH (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1990). AN - 16384814; 16501 AB - PURPOSE: In May 1990, the Federal Aviation Administration (FAA), in cooperation with the National Park Service (NPS) and the Bureau of Land Management (BLM), issued the Replacement Airport at Halls Crossing Final Environmental Impact Statement (1990 Final EIS) for the development of a replacement airport for Halls Crossing Airport, which was located within the boundary of the Glen Canyon National Recreation Area (GCNRA). A Record of Decision was issued in August 1990 approving the development of what is now named the Cal Black Memorial Airport. Concurrently, the BLM approved an amendment of a land plan which allowed the conveyance of land to San Juan County for the construction of the new airport. In reaching its approval, the FAA determined that there would be a Department of Transportation (DOT) Section 4(f) (herein referred to as Section 4(f)) impact but that the impact did not represent a constructive use of Section 4(f) resources. The 1990 Final EIS noted that the new airports effects would not be significant and would not impair the recreational experience of visitors to the GCNRA as a result of the new airport. In 1990, the National Parks Conservation Association (NPCA), brought suit concerning the adequacy of the 1990 Final EIS and the adequacy of the BLM plan amendment and land transfer process. In its July 7, 1993 decision, the U.S. Court of Appeals for the Tenth Circuit concluded that the action of FAA approving the project based on a finding of no significant impact and no significant adverse impact [was] arbitrary and capricious. The court proceeding stated: We therefore REVERSE the BLM's plan amendment and the transfer of land. We REMAND for further proceedings to determine whether the land should be retained under BLM control and management or reconveyed to San Juan County under a newly proposed land use plan amendment. In the case of the FAA, the airport has already been built. This does not mean that a remand would be meaningless, however. On remand, the FAA should re-analyze the impact of the airport under section 4(f) and section 2208. The FAA may determine that it must make use of studies not utilized in the current FEIS. If a "significant" impact is found, section 4(f) and section 2208 require that all reasonable steps be taken to mitigate the damage or adverse impact. We therefore REVERSE the FAA's determination of no significant impact and REMAND to the FAA for further proceedings consistent with this decision. In response to the court decision, on February 7, 2001, the FAA issued a Draft Supplemental EIS for public and agency review and comment. A Final Supplemental EIS was not issued. This Draft Supplemental EIS is a replacement for the 2001 Draft Supplemental EIS because of the passage of time, completions of actions of the BLM, and changes in FAA guidance. This new document is reliant in part on the methodologies specified in FAAs 2007 Guidance on Procedures for Evaluating the Potential Noise Impacts of Airport Improvement Projects on National Parks and Other Sensitive Park Environments (Guidance for Park-Related Supplemental Noise Studies). This Draft Supplemental EIS addresses: the measurement of actual aircraft noise levels; an updated evaluation of existing and future aircraft noise levels using the FAAs 2007 Guidance for Park-Related Supplemental Noise Studies; a Section 4(f) evaluation using the updated analysis; and an analysis on potential cumulative effects. The BLM conducted their own environmental analysis for the plan amendment and transfer of land in the 2008 BLM Monticello Field Office Resource Management Plan. Based upon the new analysis of aircraft noise exposure, the FAA reaffirms its conclusions that the construction of the replacement airport has not resulted in substantial increases in noise within GCNRA, and has not negatively affected visitor experiences in the park. On October 9, 2014 the US Department of the Interior, National Park Service concurred with these findings, and on October 24, 2014 the Bureau of Land Management concurred with these findings. The revised analysis continues to show that the closure of the airport within GCNRA and the replacement airport at Cal Black Memorial Airport on land outside the park has reduced the overall aircraft noise level exposure to GCNRA, even though small parts of the park now experience higher aircraft noise. Furthermore, the replacement of Halls Crossing Airport at Cal Black Memorial Airport has not resulted in the use of resources protected under Section 4(f) and has not had any significant impacts. Thus, significant impacts to the visitor experience were not identified. (Note: through its 2008 Resource Management Plan, the BLM addressed its requirements). A revised Draft Supplemental EIS for the Replacement Airport at Halls Crossing was published on December 12, 2014. The 45 day comment period included an opportunity to request a public hearing; however, no responses were received requesting a hearing. The following parties submitted comments to the FAA on the Draft Supplemental EIS during the comment period: US Department of the Interior, US Environmental Protection Agency, US Bureau of Land Management, and the National Parks Conservation Association. An errata sheet was drafted to identify changes that were made to the Draft Supplemental EIS in response to comments received. Additionally, an appendix was added to document each comment received, and FAA's response to each comment. These additional documents, in combination with a CD containing the Draft Supplemental EIS, constitute the Final Supplemental EIS for the Replacement Airport at Halls Crossing. JF - EPA number: 150124, Final Supplement EIS, May 8, 2015 Y1 - 2015/05/08/ PY - 2015 DA - 2015 May 08 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Noise KW - Noise Assessments KW - Noise Standards KW - Recreation KW - Recreation Facilities KW - Recreation Resources KW - Arizona KW - Cal Black Memorial Airport, Utah KW - Glen Canyon National Recreation Area KW - Halls Crossing Airport, Utah KW - Utah KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384814?accountid=14244 L2 - http://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=2015-05-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAL+BLACK+MEMORIAL+AIRPORT%2C+HALLS+CROSSING%2C+SAN+JUAN+COUNTY%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1990%29.&rft.title=CAL+BLACK+MEMORIAL+AIRPORT%2C+HALLS+CROSSING%2C+SAN+JUAN+COUNTY%2C+UTAH+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1990%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, DC N1 - Date revised - 2016-09-01 N1 - SuppNotes - Final. Preparation date: May 8, 2015 N1 - Last updated - 2016-09-02 ER - TY - JOUR T1 - Effects of embankment height and vehicle loads on traffic-load-induced cumulative settlement of soft clay subsoil AN - 1832623416; 741153-7 AB - In order to study the traffic-load-induced cumulative settlement of soft clay subsoil under the low embankment, in situ tests are carried out, and based on the undrained cumulative deformation model and cumulative pore pressure model of Shanghai soft clay proposed by Huang and Li, the cumulative settlement was calculated and analyzed. The calculated cumulative settlement agrees well with the measured result. The cumulative settlement is mainly caused by the undrained cumulative deformation and the pore-pressure-dissipation-induced consolidation deformation, and the former is major. The effects of the embankment height and vehicle loads on traffic-load-induced cumulative settlement are studied. For the embankment less than 1.5 m high, the cumulative settlement of subsoil quickly increases with the decrease of the embankment height. The greater the vehicle loads, the more rapidly the cumulative settlement grows. When the vehicle loads rise by 20 % than the standard, the cumulative settlement increases by 44 %. Therefore, limiting the vehicle overload is critical to control the cumulative settlement. Considering the effects of road embankment height and vehicle loads, the model for predicting cumulative settlement is put forward. Copyright 2014 Saudi Society for Geosciences JF - Arabian Journal of Geosciences AU - Cui, Xinzhuang AU - Zhang, Na AU - Li, Shucai AU - Zhang, Jiong AU - Wang, Lei Y1 - 2015/05// PY - 2015 DA - May 2015 SP - 2487 EP - 2496 PB - Springer, Berlin-Heidelberg VL - 8 IS - 5 SN - 1866-7511, 1866-7511 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832623416?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Arabian+Journal+of+Geosciences&rft.atitle=Effects+of+embankment+height+and+vehicle+loads+on+traffic-load-induced+cumulative+settlement+of+soft+clay+subsoil&rft.au=Cui%2C+Xinzhuang%3BZhang%2C+Na%3BLi%2C+Shucai%3BZhang%2C+Jiong%3BWang%2C+Lei&rft.aulast=Cui&rft.aufirst=Xinzhuang&rft.date=2015-05-01&rft.volume=8&rft.issue=5&rft.spage=2487&rft.isbn=&rft.btitle=&rft.title=Arabian+Journal+of+Geosciences&rft.issn=18667511&rft_id=info:doi/10.1007%2Fs12517-014-1402-2 L2 - http://www.springer.com/earth+sciences/journal/12517 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Last updated - 2017-01-24 DO - http://dx.doi.org/10.1007/s12517-014-1402-2 ER - TY - JOUR T1 - CRM geoarchaeology and John Albanese AN - 1734265491; 2015-109644 AB - As one of the pioneers of geoarchaeology in the academic sphere, the work of John Albanese easily made the leap to cultural resource management. With the large development projects of the 1980s, John undertook investigations on numerous archaeological sites. Central among these were his geoarchaeological investigations along the Middle Fork of the Powder River, only slightly upstream from the Leopold and Miller (1954) type site. John has the ability to put together sedimentology and pedology in a manner that even archaeologists can understand. As revealed by his work on Middle Fork, his work has greatly increased our understanding of the natural and human history of the Holocene. JF - Abstracts with Programs - Geological Society of America AU - Francis, Julie AU - Anonymous Y1 - 2015/05// PY - 2015 DA - May 2015 SP - 2 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 6 SN - 0016-7592, 0016-7592 KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1734265491?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=CRM+geoarchaeology+and+John+Albanese&rft.au=Francis%2C+Julie%3BAnonymous&rft.aulast=Francis&rft.aufirst=Julie&rft.date=2015-05-01&rft.volume=47&rft.issue=6&rft.spage=2&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Rocky Mountain Section, 67th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-11-19 N1 - CODEN - GAAPBC ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMPANY (TRRC) CONSTRUCTION AND OPERATION OF A NEW RAIL IN SOUTHEAST MONTANA. AN - 1811558450; 16486 AB - PURPOSE: Tongue River Railroad Company (TRRC) proposes to construct and operate a 42-mile rail line (the Colstrip Alternative) between Colstrip, Montana and the Ashland and Otter Creek areas of Montana. The Boards Office of Environmental Analysis (OEA) and the cooperating agencies have prepared this Draft Environmental Impact Statement (EIS), which analyzes the environmental impacts that could occur if TRRC were to construct and operate the proposed rail line. This Draft EIS analyzes the environmental impacts of ten build alternatives and the No-Action Alternative. Any of the build alternatives could have minor to highly adverse impacts on the following resources: transportation, greenhouse gases and climate change, noise, biological resources, water resources, visual resources, cultural and historical resources, land resources, geology and soils, socioeconomics, and environmental justice. All other resources would experience negligible impacts. OEA has included draft recommended mitigation measures in this Draft EIS. These mitigation measures will be considered by the Board as potential conditions if the Board decides to grant TRRC authority to construct and operate the rail line. JF - EPA number: 150109, Draft EIS, April 24, 2015 Y1 - 2015/04/24/ PY - 2015 DA - 2015 Apr 24 KW - Roads and Railroads KW - Railroads KW - Transportation KW - Noise KW - Air Quality KW - Coal KW - Public Health KW - Land Use KW - Endangered Species (Animals) KW - Wildlife Habitat KW - Fish KW - Endangered Species (Plants) KW - Water Quality KW - Watersheds KW - Cultural Resources KW - Environmental Justice KW - Vegetation KW - Floodplains KW - Visual Resources KW - Wetlands KW - Archaeological Sites KW - Historic Districts KW - Recreation Resources KW - Geology KW - Soils KW - Paleontological Sites KW - Socioeconomic Assessments KW - Montana KW - Tongue River KW - Federal Railroad Safety Act of 1970, Compliance KW - Clean Air Act Amendments of 1990, Emission Standards KW - Noise Control Act of 1972, Compliance KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 401 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1811558450?accountid=14244 L2 - http://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=2015-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMPANY+%28TRRC%29+CONSTRUCTION+AND+OPERATION+OF+A+NEW+RAIL+IN+SOUTHEAST+MONTANA.&rft.title=TONGUE+RIVER+RAILROAD+COMPANY+%28TRRC%29+CONSTRUCTION+AND+OPERATION+OF+A+NEW+RAIL+IN+SOUTHEAST+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Office of Environmental Analysis, Washington DC N1 - Date revised - 2016-08-15 N1 - SuppNotes - Draft. Preparation date: April 24, 2015 N1 - Last updated - 2016-08-16 ER - TY - RPRT T1 - MID COUNTY PARKWAY, RIVERSIDE COUNTY, CALIFORNIA. AN - 16374225; 16491 AB - PURPOSE: The Mid County Parkway project will provide a new freeway that will effectively and efficiently accommodate regional west-east movement of people and goods between and through the cities of San Jacinto and Perris. Potential benefits from future implementation include increased accessibility for residents and businesses and the relief of traffic congestion on the regional and local transportation network. Key issues include impacts to community character and cohesion, growth-related effects, biological resources, aquatic resources, cultural resources, aesthetics, residential relocations, business relocations, traffic noise, and temporary construction effects. JF - EPA number: 150114, Final EIS, April 24, 2015 Y1 - 2015/04/24/ PY - 2015 DA - 2015 Apr 24 KW - Roads and Railroads KW - Archaeological Sites KW - Community Facilities KW - Earthquakes KW - Endangered Species (Animals KW - Endangered Species (Plants) KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Open Space KW - Parks KW - Preserves KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Surface Transportation Assistance Act, Compliance KW - Uniform Relocations Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16374225?accountid=14244 L2 - http://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=2015-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID+COUNTY+PARKWAY%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=MID+COUNTY+PARKWAY%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Riverside, California N1 - Date revised - 2016-08-15 N1 - SuppNotes - Final. Preparation date: April 24, 2015 N1 - Last updated - 2016-08-16 ER - TY - RPRT T1 - FEDERAL WAY LINK EXTENSION, KING COUNTY, WASHINGTON. AN - 16390558; 16472 AB - PURPOSE: The Central Puget Sound Regional Transit Authority (Sound Transit) is proposing to expand the regional light rail system south from the city of SeaTac to Federal Way, Washington. The proposed light rail extension, called the Federal Way Link Extension (FWLE, and formerly known as the Federal Way Transit Extension), would be within the cities of SeaTac, Des Moines, Kent, and Federal Way in King County. The proposed project is part of the Sound Transit 2 (ST2) Plan, funding for which was approved by voters in 2008 (Sound Transit, July 2008). Currently, there is projected funding to construct to Kent/Des Moines in the vicinity of Highline College. The proposed project, which is part of the larger regional network of light rail proposed under the ST2 Plan, would begin at the future Angle Lake Station in SeaTac and end in the Federal Way Transit Center area. The 7.6-mile-long project corridor generally parallels State Route (SR) 99 and Interstate 5 (I-5), which are the major north-south routes through the FWLE corridor. It generally follows a topographic ridge between Puget Sound and the Green River Valley where the city limits of SeaTac, Des Moines, Kent, and Federal Way meet. This Draft Environmental Impact Statement (EIS) evaluates several build (light rail) alternatives and a No Build Alternative, which considers how the transportation system would operate if the proposed project were not built. The No Build Alternative also provides a baseline against which to measure the impacts of the build alternatives. The light rail alternatives include at-grade, trench, and elevated light rail alignments with different station configurations. Four alternatives are evaluated, each with between four and nine station or alignment options. JF - EPA number: 150095, Draft EIS, April 10, 2015 Y1 - 2015/04/10/ PY - 2015 DA - 2015 Apr 10 KW - Roads and Railroads KW - Rapid Transit Systems KW - Transportation KW - Traffic Analyses KW - Parking KW - Land Use KW - Relocations-Property Acquisitions KW - Economic Assessments KW - Air Quality KW - Noise KW - Visual Resources KW - Water Resources KW - Wetlands KW - Wildlife Habitat KW - Vegetation KW - Geology KW - Soils KW - Historic Sites KW - Archaeological Sites KW - Parks KW - Recreation Facilities KW - Environmental Justice KW - Washington (state) KW - Clean Air Act Amendments of 1990, Emission Standards KW - National Historic Preservation Act of 1966, Historic Sites KW - Executive Order 12898, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16390558?accountid=14244 L2 - http://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=2015-04-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+WAY+LINK+EXTENSION%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=FEDERAL+WAY+LINK+EXTENSION%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 N1 - Date revised - 2016-07-01 N1 - SuppNotes - Draft. Preparation date: April 10, 2015 N1 - Last updated - 2016-07-21 ER - TY - RPRT T1 - LYNNWOOD LINK EXTENSION, KING AND SNOHOMISH COUNTIES, WASHINGTON. AN - 1802463698; 16462 AB - PURPOSE: The Central Puget Sound Regional Transit Authority (Sound Transit) is proposing to expand the regional light rail system north from Seattle to Lynnwood, Washington. The proposed light rail extension, called the Lynnwood Link Extension (formerly known as the North Corridor Transit Project), would be within the cities of Seattle and Shoreline in King County and in Mountlake Terrace and Lynnwood in Snohomish County. The financing for the proposed project was approved by voters as part of the Sound Transit 2 (ST2) Plan in 2008 (Sound Transit, July 2008). The proposed project, which is part of a larger regional network of light rail proposed under the ST2 program, would begin at Northgate in north Seattle and end at the Lynnwood Transit Center. The 8.5-mile-long project corridor generally follows Interstate 5 (I-5), which is the major north-south route through the state and serves a large commuter market traveling between Snohomish and King Counties. The transportation corridor I-5 serves is bounded by Puget Sound to the west and Lake Washington to the east. This Final Environmental Impact Statement (EIS) evaluates a No Build Alternative, a Preferred Alternative for light rail, and several other light rail alternatives. The alternatives are arranged in three geographic segments: Segment A-Seattle to Shoreline, Segment B-Shoreline to Mountlake Terrace, and Segment C-Mountlake Terrace to Lynnwood. The Preferred Alternative has both at-grade and elevated sections, with stations at NE 145th Street and NE 185th Street in Shoreline, at 236th Street SW in Mountlake Terrace, and at the Lynnwood Transit Center in Lynnwood. The other light rail alternatives include both at-grade and elevated alignments with different station locations and configurations. In total, seven alternatives are evaluated in Segment A, four alternatives are evaluated in Segment B, and four alternatives are evaluated in Segment C. JF - EPA number: 150085, Final EIS, April 3, 2015 Y1 - 2015/04/03/ PY - 2015 DA - 2015 Apr 03 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Cultural Resources Assessments KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources Surveys KW - Wetlands KW - Washington KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1802463698?accountid=14244 L2 - http://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=2015-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LYNNWOOD+LINK+EXTENSION%2C+KING+AND+SNOHOMISH+COUNTIES%2C+WASHINGTON.&rft.title=LYNNWOOD+LINK+EXTENSION%2C+KING+AND+SNOHOMISH+COUNTIES%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 N1 - Date revised - 2016-07-07 N1 - SuppNotes - Final. Preparation date: April 3, 2015 N1 - Last updated - 2016-07-08 ER - TY - RPRT T1 - POTOMAC YARD METRORAIL STATION, ALEXANDRIA, VIRGINIA. AN - 16390290; 16467 AB - PURPOSE: This document describes and summarizes the potential environmental impacts of a proposed new Metrorail Station and ancillary facilities located at Potomac Yard within the City of Alexandria along the existing Metrorail Blue and Yellow Line between the Ronald Reagan Washington National Airport Metrorail Station and Braddock Road Metrorail Station. The purpose of the project is to improve accessibility of the Potomac Yard area and provide more transportation choices for current and future residents, employees and businesses by establishing a new access point to the regional Metrorail system. The following alternatives are considered: a No Build Alternative, three Metrorail station build alternatives (Build Alternatives A, Band D), and a design option of Build Alternative B (B-CSX Design Option). The three Build Alternatives were developed based on an initial set of eight alternatives identified during the Potomac Yard Metrorail Station Concept Development Study, as well as alternatives suggested by the public during the Scoping process. The B-CSX Design Option was subsequently developed to avoid and minimize some of the adverse impacts of Alternative B. Potential impacts of the alternatives on key resources of the natural and human environment are evaluated in this document. Each section describes the applicable regulations and guidance, analysis methodology, description of the affected environment, key findings describing the potential effects, and mitigation strategies. Technical Memoranda supporting the findings are included in Volume II and referenced in appropriate sections. FTA must Issue a single Final Environmental Impact Statement and Record of Decision document pursuant to Pub. L. 112-141 Stat. 405, Section 1319(b) unless FTA determines statutory criteria or practicability considerations preclude issuance of the combined document pursuant to Section 1319. JF - EPA number: 150090, Draft EIS, April 3, 2015 Y1 - 2015/04/03/ PY - 2015 DA - 2015 Apr 03 KW - Roads and Railroads KW - Transportation KW - Rapid Transit Systems KW - Visual Resources KW - Noise KW - Wetlands KW - Cultural Resources KW - Land Acquisitions KW - Land Use KW - Environmental Justice KW - Historic Sites KW - Air Quality KW - Water Quality KW - Parks KW - Floodplains KW - Waterways KW - Coastal Zones KW - Water Resources KW - Virginia KW - Uniform Relocation Assistance and Real Property Acquisition Property of 1970, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Clean Air Act Amendments of 1990, Emission Standards KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Coastal Zone Management Act of 1972, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16390290?accountid=14244 L2 - http://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=2015-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=POTOMAC+YARD+METRORAIL+STATION%2C+ALEXANDRIA%2C+VIRGINIA.&rft.title=POTOMAC+YARD+METRORAIL+STATION%2C+ALEXANDRIA%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Alexandria, Virginia N1 - Date revised - 2016-07-07 N1 - SuppNotes - Draft. Preparation date: April 3, 2015 N1 - Last updated - 2016-07-08 ER - TY - RPRT T1 - SAN DIEGO FREEWAY (I-405) IMPROVEMENT PROJECT, BETWEEN STATE ROUTE 73 AND INTERSTATE 606, ORANGE AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 16377305; 16468 AB - PURPOSE: The Interstate 405 (I-405 Improvement Project proposes to widen the corridor by adding one general purpose (GP) lane in each direction between Euclid Street, and I-605 and one tolled Express Lane in each direction between State Route 73 (SR-73) and State Route 22 (SR-22) east of I-405 to be managed jointly as a tolled Express Facility with two lanes in each direction between SR-73 and I-605. The objective is to open the tolled Express Lanes with a HOV2+ occupancy free to encourage rideshare and transit usage. Operational adjustments to the tolled Express Lanes may be implemented based on demand, rates of speed, traffic volumes, and to meet financial covenants, maintenance and operational obligations. The proposed action would improve the freeway mainline and interchanges on I-405 in Orange and Los Angeles counties for approximately 16 miles between 0.2 mile south of Bristol Street and 1.4 miles north of I-605, as well as portions of SR-22, SR-73, and I-605 to reduce congestion and improve lane continuity through the corridor. Within the proposal project limits, I-405 is a controlled- access highway facility with a fenced right-of-way (ROW), separated by grade from crossing traffic, with vehicular access limited to interchanges I-405 within the project area consists of 8 to 12 mixed-flow GP lanes. Two HOV lanes, auxiliary lanes along selected portions of the route, and 21 arterial crossings. Potential benefits include maintaining or improving future traffic operations in the I-405 corridor and improving the efficient movement of people and goods. Effects from the proposed project include impacts to community character and cohesion, biological resources, aesthetics. Air quality. Cultural resources, geology, hazardous waste, noise, land use, hydrology and water quality, transportation/traffic, public services and utilities, and paleontological resources. JF - EPA number: 150091, Final EIS, April 3, 2015 Y1 - 2015/04/03/ PY - 2015 DA - 2015 Apr 03 KW - Roads and Railroads KW - Transportation KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Roads KW - Standards KW - Traffic Analyses KW - Vegetation KW - California KW - Federal Water Pollution 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/16377305?accountid=14244 L2 - http://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=2015-04-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+DIEGO+FREEWAY+%28I-405%29+IMPROVEMENT+PROJECT%2C+BETWEEN+STATE+ROUTE+73+AND+INTERSTATE+606%2C+ORANGE+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=SAN+DIEGO+FREEWAY+%28I-405%29+IMPROVEMENT+PROJECT%2C+BETWEEN+STATE+ROUTE+73+AND+INTERSTATE+606%2C+ORANGE+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Irvine California N1 - Date revised - 2016-07-07 N1 - SuppNotes - Final. Preparation date: April 3, 2015 N1 - Last updated - 2016-07-08 ER - TY - JOUR T1 - GMPE Space AN - 1807509513; 2016-066517 JF - Seismological Research Letters AU - Chiou, B AU - Anonymous Y1 - 2015/04// PY - 2015 DA - April 2015 SP - 625 PB - Seismological Society of America, El Cerrito, CA VL - 86 IS - 2B SN - 0895-0695, 0895-0695 KW - technology KW - geologic hazards KW - seismic risk KW - statistical analysis KW - natural hazards KW - risk assessment KW - elastic waves KW - earthquakes KW - uncertainty KW - amplitude KW - 10:Invertebrate paleontology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1807509513?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=Seismological+Research+Letters&rft.atitle=GMPE+Space&rft.au=Chiou%2C+B%3BAnonymous&rft.aulast=Chiou&rft.aufirst=B&rft.date=2015-04-01&rft.volume=86&rft.issue=2B&rft.spage=625&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - SSA 2015 annual meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - amplitude; earthquakes; elastic waves; geologic hazards; natural hazards; risk assessment; seismic risk; statistical analysis; technology; uncertainty ER - TY - JOUR T1 - A new seismic site coefficient model based on conditions in South Carolina AN - 1700098104; 2015-071629 JF - Seismological Research Letters AU - Andrus, Ronald D AU - Ravichandran, Nadarajah AU - Aboye, Shimelies A AU - Bhuiyan, Ariful H AU - Martin, James R, II AU - Anonymous Y1 - 2015/04// PY - 2015 DA - April 2015 SP - 514 PB - Seismological Society of America, El Cerrito, CA VL - 86 IS - 2A SN - 0895-0695, 0895-0695 KW - United States KW - geologic hazards KW - South Carolina KW - simulation KW - seismic response KW - models KW - seismicity KW - building codes KW - seismic risk KW - natural hazards KW - ground motion KW - buildings KW - risk assessment KW - aseismic design KW - earthquakes KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1700098104?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=Seismological+Research+Letters&rft.atitle=A+new+seismic+site+coefficient+model+based+on+conditions+in+South+Carolina&rft.au=Andrus%2C+Ronald+D%3BRavichandran%2C+Nadarajah%3BAboye%2C+Shimelies+A%3BBhuiyan%2C+Ariful+H%3BMartin%2C+James+R%2C+II%3BAnonymous&rft.aulast=Andrus&rft.aufirst=Ronald&rft.date=2015-04-01&rft.volume=86&rft.issue=2A&rft.spage=514&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - 86th annual meeting of the Eastern Section of the Seismological Society of America N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - aseismic design; building codes; buildings; earthquakes; geologic hazards; ground motion; models; natural hazards; risk assessment; seismic response; seismic risk; seismicity; simulation; South Carolina; United States ER - TY - RPRT T1 - STERLING HIGHWAY MILEPOST 45-60, ALASKA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENT IMPACT STATEMENT OF APRIL 1994). AN - 1785717498; 16452 AB - PURPOSE: The Sterling Highway Mile Post 45-60 Project would improve the highway near the community of Cooper Landing, Alaska. Four alternative alignments are evaluated along with a No Build Alternative. Each build alternative includes portions in which the existing alignment would be rebuilt and a portion that would be built on a new alignment. JF - EPA number: 150075, Draft Supplement EIS, March 27, 2015 Y1 - 2015/03/27/ PY - 2015 DA - 2015 Mar 27 KW - Roads and Railroads KW - Bank Protection KW - Erosion KW - Farmlands KW - Forests KW - Highway Structures KW - Highways KW - Hydrologic Assessments KW - Noise Assessments KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Chugach National Forest KW - Kenai National Wildlife Refuge KW - Alaska National Interest Lands Conservation Act of 1980, Compliance KW - Department of Transportation Act of 1966, Historic Sites KW - Department of Transportation of 1966, Parks KW - Federal Water Pollution Control 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/1785717498?accountid=14244 L2 - http://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=2015-03-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STERLING+HIGHWAY+MILEPOST+45-60%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENT+IMPACT+STATEMENT+OF+APRIL+1994%29.&rft.title=STERLING+HIGHWAY+MILEPOST+45-60%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENT+IMPACT+STATEMENT+OF+APRIL+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Anchorage, Alaska N1 - Date revised - 2016-04-29 N1 - SuppNotes - Draft. Preparation date: March 27, 2015 N1 - Last updated - 2016-05-02 ER - TY - RPRT T1 - VIRGINIA BEACH TRANSIT EXTENSION STUDY. AN - 1783899734; 16450 AB - PURPOSE: The Virginia Beach Transit Extension Study examines a range of alternatives for extending high capacity fixed guideway transit service from eastern terminus of The Tide, the City of Norfolks light rail transit towards the Oceanfront Resort Area in Virginia Beach. The purpose of the project is to support local plans for strategic growth and improve transportation and transit system efficiency and intermodal connectivity. The Virginia Beach transit extension would connect to many major employment and activity centers and would provide an alternative to the heavy roadway congestion in and around these activity centers. The transit extension would also include a robust feeder bus system that would provide a wider local transit network. The alternatives include the No Build alternative and eight build alternatives. The build alternatives include four using bus rapid transit (BRT) technology and four using light rail transit (LRT) technology. The project would be completed in a manner that minimizes adverse effects on the environment and maximizes benefit to the community. This document describes and summarizes the potential transportation and environmental effects, costs, and benefits, and presents a comparative evaluation of the alternatives. JF - EPA number: 150073, Draft EIS, March 20, 2015 Y1 - 2015/03/20/ PY - 2015 DA - 2015 Mar 20 KW - Roads and Railroads KW - Transportation KW - Land Use KW - Socioeconomic Assessments KW - Relocations-Property Acquisitions KW - Cultural Resources KW - Parks KW - Visual Resources KW - Safety KW - Soils KW - Farmlands KW - Water Quality KW - Wetlands KW - Floodplains KW - Waterways KW - Wildlife Habitat KW - Endangered Species (Animals) KW - Air Quality KW - Noise KW - Hazardous Materials KW - Environmental Justice KW - Virginia KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1783899734?accountid=14244 L2 - http://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=2015-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VIRGINIA+BEACH+TRANSIT+EXTENSION+STUDY.&rft.title=VIRGINIA+BEACH+TRANSIT+EXTENSION+STUDY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Norfolk, Virginia N1 - Date revised - 2016-04-22 N1 - SuppNotes - Draft. Preparation date: March 20, 2015 N1 - Last updated - 2016-04-25 ER - TY - RPRT T1 - STATE ROUTE 710 NORTH STUDY, LOS ANGELES COUNTY, CALIFORNIA. AN - 1780137875; 16438 AB - PURPOSE: The purpose of the proposed project is to effectively and efficiently accommodate regional and local north-south travel demands in the study area of the western San Gabriel Valley and east/northeast Los Angeles, including improving the efficiency of the existing regional freeway and transit networks, reducing congestion on local arterials adversely affected due to accommodating regional traffic volumes, and minimizing environmental impacts. The Build Alternatives would potentially result in the short-term and/or long-term substantial effects related to: land use, community impacts, traffic and transportation, visual and aesthetics, cultural resources, paleontological resources, hazardous wastes and materials, air quality, noise and vibration, wetlands and other waters. JF - EPA number: 150061, Draft EIS, March 13, 2015 Y1 - 2015/03/13/ PY - 2015 DA - 2015 Mar 13 KW - Roads and Railroads KW - Highways KW - Transportation KW - Relocations-Property Acquisitions KW - Visual Resources KW - Cultural Resources KW - Air Quality KW - Land Use KW - Paleontological Resources KW - Rapid Transit Systems KW - Socioeconomic Assessments KW - Demography KW - Environmental Justice KW - Historic Sites KW - Floodplains KW - Hydrology KW - Water Quality KW - Soils KW - Geology KW - Hazardous Wastes KW - Noise KW - Wetlands KW - Endangered Species (Plants) KW - Endangered Species (Animals) KW - Threatened Species (Animals) KW - California KW - National Historic Preservation Act of 1966, Historic Sites KW - Executive Order 11988, Compliance KW - Federal Water Pollution Control Act of 1972, Section 401 Permits KW - Historic Sites Act of 1935, Project Authorization KW - Clean Air Act Amendments of 1990, Emission Standards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1780137875?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California N1 - Date revised - 2016-04-12 N1 - SuppNotes - Draft. Preparation date: March 13, 2015 N1 - Last updated - 2016-04-12 ER - TY - RPRT T1 - REDLANDS PASSENGER RAIL PROJECT, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 16390400; 16429 AB - PURPOSE: The Federal Transit Administration (FTA), Region 9, and the San Bernardino Associated Governments (SANBAG) acting in its role capacity as the San Bernardino County Transportation Commission, have prepared a Final Environmental Impact Statement/Environmental Impact Report (EIS/EIR) for the Redlands Passenger Rail Project located in San Bernardino County, California. The Redlands Passenger Rail Project would encompass passenger rail operations along an approximately nine-mile corridor extending east from the City of San Bernardino to the City of Redlands. The Project proposes local and express train service via five station stops located at E Street, Tippecanoe Avenue (or Waterman Avenue), New York Street, Orange Street (Downtown Redlands), and University Street (University of Redlands). SANBAG proposes the replacement of the existing railroad tracks and ties, reconstruction or rehabilitation of existing bridge structures, construction of station platforms and a train layover facility, and auxiliary improvements such as parking, at-grade roadway crossings, and pedestrian access. Project operations would start in 2018. Trains would operate every 30 minutes in the peak periods and every hour in the off-peak period. JF - EPA number: 150052, Final EIS, March 6, 2015 Y1 - 2015/03/06/ PY - 2015 DA - 2015 Mar 06 KW - Roads and Railroads KW - Section 404 Permits KW - Floodplains KW - Flood Hazards KW - Visual Resources KW - Noise KW - Socioeconomic Assessments KW - Cultural Resources KW - Rapid Transit Systems KW - Railroads KW - Railroad Structures KW - Employment KW - Historic Sites KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16390400?accountid=14244 L2 - http://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=2015-03-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REDLANDS+PASSENGER+RAIL+PROJECT%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=REDLANDS+PASSENGER+RAIL+PROJECT%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Bernardino, California N1 - Date revised - 2016-03-25 N1 - SuppNotes - Final. Preparation date: March 6, 2015 N1 - Last updated - 2016-03-28 ER - TY - JOUR T1 - How applied geology solved problems on selected highway engineering projects in New Hampshire AN - 1739082580; 2015-114923 AB - A study determined that twenty-five percent of the concrete aggregates utilized in New Hampshire may potentially cause deleterious alkali-silica reactivity (ASR) expansion in concrete and adversely affect the long-term durability of concrete structures. ASR gel was confirmed in a number of existing concrete bridges through uranyl acetate UV-light testing as well as core sampling and petrographic thin section analysis. ASR induced distress has resulted in costly repairs for some structures and has significantly reduced the service life of others. There are admixture(s) that can reduce ASR expansion in new concrete made with reactive aggregates. A two phased study to estimate the remaining service-life and to assess the condition of thirty-year old rock reinforcements was conducted at the Barron Mountain rock cut along Interstate 93 in Woodstock, NH. Two types of rock reinforcement are installed at the site including: (1) partially bonded, resin grouted, prestressed rock bolts, and (2) fully bonded, Portland cement grouted, passive tendons. Phase 1 of the condition assessment included an evaluation of site conditions, a review of installation details, an estimation of remaining service-life and assessment of the rock reinforcement utilizing a combination of four nondestructive geophysical tests. Phase 2 consisted of invasive testing of selected rock reinforcement to verify the results from the first phase. During 1988, the NHDOT remediated a one hundred foot high rock slope located on Interstate 89 in New London, NH. The rock excavation work consisted of removing 100,000 cubic yards of potentially unstable rock, which was dangerously close to the highway. This site was unique in that the granite rock contained anomalous concentrations of uranium and thorium. Due to the naturally occurring radioactive minerals in the rock, a Health and Safety Plan was implemented to protect construction workers and the general public. Extensive sampling, testing, on-site monitoring and training of personnel took place during the construction phase. A rock disposal site was selected due to ability of nearby organic bogs to absorb dissolved uranium minerals. JF - Abstracts with Programs - Geological Society of America AU - Lane, Richard AU - Fishman, Kenneth AU - Fish, Marc AU - Anonymous Y1 - 2015/03// PY - 2015 DA - March 2015 SP - 106 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 3 SN - 0016-7592, 0016-7592 KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739082580?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=How+applied+geology+solved+problems+on+selected+highway+engineering+projects+in+New+Hampshire&rft.au=Lane%2C+Richard%3BFishman%2C+Kenneth%3BFish%2C+Marc%3BAnonymous&rft.aulast=Lane&rft.aufirst=Richard&rft.date=2015-03-01&rft.volume=47&rft.issue=3&rft.spage=106&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 50th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-12-04 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Isotopic fingerprinting of nitrate sources in groundwater near highway blasting sites AN - 1739082312; 2015-114918 AB - Explosives used in blasting operations can potentially contaminate groundwater with nitrate; however, other natural and anthropogenic sources of nitrate make identification of blasting impacts difficult. In 2013, the U.S. Geological Survey and the New Hampshire Department of Transportation (NHDOT) began a study to determine the source and fate of nitrogen compounds near blasting sites using a combination of isotopic, geochemical, hydrologic, and geologic data. Approximately 1.75 million cubic yards of rock will be removed by blasting in several locations for roadway construction at a major highway construction site in southern NH. Sources of nitrate and other nitrogen compounds can potentially be determined through analysis of isotopic ratios of light stable elements. Common sources of groundwater nitrogen concentrations that may impart different isotopic signatures include septic systems, animal wastes, agricultural fertilizers, decomposing vegetation, landfill leachate, and explosives. Isotope ratios of nitrogen and oxygen in nitrate were used to identify sources of nitrate concentrations in groundwater from wells near the blasting sites. Wells near a rock excavation site where blasting was used shortly after the start of this study and wells with existing persistent nitrate contamination suspected to be the result of septic and past blasting were targeted for temporal sampling and analysis in an attempt to characterize nitrate sources. In general results show a low d15N signature from synthetic nitrate sources (including explosives) and a high d15N signature from waste sources. Results also indicate that nitrate pulses in wells following blasting events can be distinguished isotopically from other local sources, and that reducing conditions in this geologic setting locally cause denitrification, resulting in lower nitrate concentrations. Transport and persistence of nitrate due to blasting operations and other nitrogen sources in fractured rock environments will be presented. JF - Abstracts with Programs - Geological Society of America AU - Degnan, James R AU - Bohlke, J K AU - Pelham, Krystle AU - Langlais, David M AU - Walsh, Gregory J AU - Anonymous Y1 - 2015/03// PY - 2015 DA - March 2015 SP - 105 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 3 SN - 0016-7592, 0016-7592 KW - 21:Hydrogeology KW - 02D:Isotope geochemistry KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739082312?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Isotopic+fingerprinting+of+nitrate+sources+in+groundwater+near+highway+blasting+sites&rft.au=Degnan%2C+James+R%3BBohlke%2C+J+K%3BPelham%2C+Krystle%3BLanglais%2C+David+M%3BWalsh%2C+Gregory+J%3BAnonymous&rft.aulast=Degnan&rft.aufirst=James&rft.date=2015-03-01&rft.volume=47&rft.issue=3&rft.spage=105&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 50th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-12-04 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - NH Route 123/124 bridge replacement over the Souhegan River and 1829 stone arch bridge in New Ipswich, New Hampshire AN - 1739081492; 2015-114921 AB - Unusual site conditions at the NH Route 123/124 crossing over the Souhegan River in New Ipswich, New Hampshire have resulted in a number of design challenges for the replacement bridge design. A 1957 era bridge will be replaced with a new structure spanning the entire width of the Souhegan River gorge, obtaining all support from an abutment on each side. The 1957 bridge is a paved concrete deck, supported by steel girders, which are supported by multiple concrete pier footings resting directly on an 1829 stone arch bridge. When the piers were built, the top 4 feet of the stone bridge was reconstructed. No additional work was performed to reinforce the stone bridge. Since its construction, the 1957 bridge has deteriorated significantly, most in the steel components from roadway salt. The 1957 bridge has deteriorated and has been placed on the NHDOT's red list, which means plans for its replacement are given priority and funding.The new bridge configuration requires an evaluation of the condition of the historic stone bridge at the site, a determination of the stability the bedrock on the sides of the river gorge, and abutment foundation designs that don't impact the stone arch bridge. The presence of the stone arch bridge, as well as a 6 foot diameter pipe penstock on the western side of the gorge which once fed water to a nearby mill, were complicating factors in the bridge foundation design. A two phase subsurface investigation was completed, which included collection of rock cores for compressive strength testing from each boring to characterize the subsurface materials. Due to difficult site access a surficial bedrock mapping program was not performed. To obtain the bedrock structural orientation data for foundation design a borehole geophysical survey was completed. This included both acoustic and optical televiewer methods to assess the elevation, dip, and dip direction of the bedrock structures including fractures, foliations, and veins. The bedrock data collected from the explorations, geophysical logging, and laboratory testing of bedrock cores were used to evaluate the impacts of rock fractures on foundation design. JF - Abstracts with Programs - Geological Society of America AU - Pelham, Krystle AU - Dusseault, Charles AU - Anonymous Y1 - 2015/03// PY - 2015 DA - March 2015 SP - 106 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 3 SN - 0016-7592, 0016-7592 KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739081492?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=NH+Route+123%2F124+bridge+replacement+over+the+Souhegan+River+and+1829+stone+arch+bridge+in+New+Ipswich%2C+New+Hampshire&rft.au=Pelham%2C+Krystle%3BDusseault%2C+Charles%3BAnonymous&rft.aulast=Pelham&rft.aufirst=Krystle&rft.date=2015-03-01&rft.volume=47&rft.issue=3&rft.spage=106&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 50th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-12-04 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Observations on debris deposits in the Blue Ridge of western North Carolina; fertile ground for basic and applied research AN - 1718051335; 2015-096430 AB - Piedmont cove and foot-slope deposits, debris fields and debris fans, collectively referred to here as debris deposits, are widespread surficial features of significant areal extent within the Blue Ridge of Western North Carolina. These chiefly composite deposits establish a geologic record of past mass wasting events of various mechanisms, magnitudes, and ages. They are evidence of the ongoing landscape evolution of the Blue Ridge, and relevant to efforts aimed at reducing societal losses from landslides. Debris deposits hold answers to questions on the spatial and temporal aspects of uplift and erosion, linkages between climate change and the recurrence intervals of catastrophic storms, and help identify areas that could be affected by future debris flow events. Seminal research on footslope and Piedmont Cove deposits by H. H. Mills strongly influenced the approaches used by the N.C. Geological Survey (NCGS) to identify and map debris deposits, and sheds light onto many possibilities for future research. The NCGS has used compilations of previous research, geohazards mapping along the Blue Ridge Parkway, county-wide landslide hazard mapping (2005-2011), and responses to numerous emergency landslide events to identify and map debris deposits recorded at 3,200 locations in a landslide geodatabase. As a compliment to field studies, LiDAR digital elevation models have advanced our ability to recognize and map the variety of landforms characteristic of debris deposits. The locations of past debris deposits are spatially correlated with areas affected by recent debris flow and landslide events, particularly on actively-eroding landforms such as the Nantahala Mountains Escarpment and Blue Ridge Escarpment. Debris deposits can (re)activate as debris slides, and source areas upslope of deposits can reactivate as debris flows in response to factors such as excessive rainfall, undercutting by streams, and destabilizing human activity. Understanding the nature, origin, composition and extent of debris deposits is important for constraining physically-based models of debris flow and debris slide initiation, and run-out. Spatial relationships among bedrock structures, debris deposits, and modern debris flow events are evident on hillslopes bordering regional topographic lineaments. JF - Abstracts with Programs - Geological Society of America AU - Wooten, Richard M AU - Bauer, Jennifer B AU - Fuemmeler, Stephen AU - Witt, Anne C AU - Gillon, Kenneth A AU - Douglas, Thomas J AU - Latham, Rebecca S AU - Cattanach, Bart L AU - Bozdog, G Nicholas AU - Anonymous Y1 - 2015/03// PY - 2015 DA - March 2015 SP - 18 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 2 SN - 0016-7592, 0016-7592 KW - 23:Geomorphology KW - 20:Applied geophysics KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1718051335?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Observations+on+debris+deposits+in+the+Blue+Ridge+of+western+North+Carolina%3B+fertile+ground+for+basic+and+applied+research&rft.au=Wooten%2C+Richard+M%3BBauer%2C+Jennifer+B%3BFuemmeler%2C+Stephen%3BWitt%2C+Anne+C%3BGillon%2C+Kenneth+A%3BDouglas%2C+Thomas+J%3BLatham%2C+Rebecca+S%3BCattanach%2C+Bart+L%3BBozdog%2C+G+Nicholas%3BAnonymous&rft.aulast=Wooten&rft.aufirst=Richard&rft.date=2015-03-01&rft.volume=47&rft.issue=2&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 64th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-10-01 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - PASSENGER SEAT AND MODIFIED ANTHROPOMETRIC TEST DEVICE PERFORMANCE DURING TRACT TEST AN - 1701492023; PQ0001669338 AB - The drop test of the TRACT CH-46 airframe provided an opportunity to conduct several experiments, two of which are described here. The first was the inclusion of forward facing passenger seats that were certified to 14 CFR 25.562 aviation regulations. The TRACT testing provided the opportunity to compare the certification testing with the results of an actual impact. The second experiment was a comparison of sidewall-mounted troop seats and an investigation of a modification to the FAA Hybrid III ATD. The forward facing passenger seats remained attached to the floor structure; however, the lumbar loads measured were significantly higher than those in certification tests. Both of the energy absorbing seats stroked downward as designed during the impact. The modified ATD and the Aerospace ATD had similar, moderate level, lumbar load magnitudes, and the modified ATD neck loads were below established injury limits. JF - Aerospace Medicine and Human Performance AU - Pellettiere, J AU - Deweese, R AD - Aviation Safety, Federal Aviation Administration, Dayton, OH Y1 - 2015/03// PY - 2015 DA - March 2015 SP - 313 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 86 IS - 3 SN - 2375-6314, 2375-6314 KW - Health & Safety Science Abstracts KW - Injuries KW - Energy KW - Hybrids KW - Certification KW - Human factors KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701492023?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=Aerospace+Medicine+and+Human+Performance&rft.atitle=PASSENGER+SEAT+AND+MODIFIED+ANTHROPOMETRIC+TEST+DEVICE+PERFORMANCE+DURING+TRACT+TEST&rft.au=Pellettiere%2C+J%3BDeweese%2C+R&rft.aulast=Pellettiere&rft.aufirst=J&rft.date=2015-03-01&rft.volume=86&rft.issue=3&rft.spage=313&rft.isbn=&rft.btitle=&rft.title=Aerospace+Medicine+and+Human+Performance&rft.issn=23756314&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Last updated - 2016-06-22 N1 - SubjectsTermNotLitGenreText - Injuries; Hybrids; Energy; Human factors; Certification ER - TY - JOUR T1 - Transport Airplane Risk Analysis AN - 1676364849; PQ0001360282 AB - Risk analysis is used to identify an unsafe condition in a fleet of transport-category airplanes and to evaluate whether a proposed course of corrective action will be effective in mitigating the risk. One key element of the risk assessment is the uncorrected fleet risk, which estimates the fatalities that may occur over the remaining life of the fleet if no corrective action is taken. The uncorrected fleet risk incorporates the number of airplanes that are expected to develop damage such as cracking, whether the damage is likely to be detected over the life of the airplane, the probability that the damage will lead to an unsafe outcome such as a crash, in-flight breakup, runway departure, or individual fatality, and the historic fatality rate of the unsafe outcome. This paper presents tools that have been developed to perform the risk analysis in accordance with existing Federal Aviation Administration Orders and Policy Statements. An example analysis demonstrates the method and tools for calculating uncorrected fleet risk and illustrates the relative significance of the parameters involved in the calculation. JF - Journal of Aircraft AU - Violette, M G AU - Safarian, P AU - Han, N AU - Atmur, R AD - Seattle Aircraft Certification Office, Federal Aviation Administration, Renton, Washington 98057 Y1 - 2015/03// PY - 2015 DA - Mar 2015 SP - 395 EP - 402 PB - American Institute of Aeronautics and Astronautics, The Aerospace Center, 370 L'Enfant Promenade, SW Washington DC 20024 United States VL - 52 IS - 2 SN - 0021-8669, 0021-8669 KW - Risk Abstracts KW - Risk assessment KW - Mortality KW - Historical account KW - Risk analysis KW - Accidents KW - Mitigation KW - Aircraft KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676364849?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=Journal+of+Aircraft&rft.atitle=Transport+Airplane+Risk+Analysis&rft.au=Violette%2C+M+G%3BSafarian%2C+P%3BHan%2C+N%3BAtmur%2C+R&rft.aulast=Violette&rft.aufirst=M&rft.date=2015-03-01&rft.volume=52&rft.issue=2&rft.spage=395&rft.isbn=&rft.btitle=&rft.title=Journal+of+Aircraft&rft.issn=00218669&rft_id=info:doi/10.2514%2F1.C032663 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Last updated - 2015-11-16 N1 - SubjectsTermNotLitGenreText - Risk assessment; Historical account; Mortality; Mitigation; Accidents; Risk analysis; Aircraft DO - http://dx.doi.org/10.2514/1.C032663 ER - TY - RPRT T1 - US 69/LOOP 49 NORTH LINDALE RELIEVER ROUTE, SMITH COUNTY, TEXAS. AN - 16388742; 16422 AB - PURPOSE: The Texas Department of Transportation (TxDOT) proposes to construct a new location, controlled-access reliever route around the city of Lindale in Smith County, Texas, referred to as U.S. Highway (US) 69/Loop 49 North Lindale Reliever Route (Lindale Reliever Route). The proposed action is intended to provide relief to the existing US 69 through the city of Lindale and extend a proposed toll facility (Loop 49 West) from IH 20 southwest of Lindale to US 69 north of Lindale. JF - EPA number: 150035, Final EIS, February 20, 2015 Y1 - 2015/02/20/ PY - 2015 DA - 2015 Feb 20 KW - Roads and Railroads KW - Environmental Justice KW - Roads KW - Noise KW - Water Quality KW - Air Quality KW - Urban Structures KW - Land KW - Traffic Analyses KW - Relocation Plans KW - Traffic Control KW - Relocations-Property Acquisitions KW - Transportation KW - Grazing KW - Texas KW - Uniform Relocation and Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Executive Order 11988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388742?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tyler, Texas N1 - Date revised - 2016-03-25 N1 - SuppNotes - Final. Preparation date: February 20, 2015 N1 - Last updated - 2016-03-28 ER - TY - RPRT T1 - I-395/ROUTE 9 TRANSPORTATION STUDY, PENOBSCOT AND HANCOCK COUNTIES, MAINE. AN - 1771720079; 16402 AB - PURPOSE: The Maine Department of Transportation (MaineDOT) and the Maine Division of Federal Highway Administration (FHWA) have undertaken the I-395/Route 9 Transportation Study to evaluate transportation alternatives to improve regional system linkage, relieve traffic congestion, and improve safety along Routes 1A and 46, and to improve the current and future flow of traffic and the shipment of goods to the Interstate system. This Environmental Impact Statement examines the environmental effects of the No-Build Alternative and three build alternatives developed to satisfy the study purpose and needs. The purpose of this is to provide the FHWA, the MaineDOT, the U.S. Army Corps of Engineers (USACE), and the public with a full accounting of the environmental impacts to the natural, social, atmospheric, economic and transportation environments. The EIS serves as the primary document to facilitate review of the project by federal, state, and local agencies and the general public. After careful consideration of the range of alternatives developed in response to the study's purpose and needs and in coordination with its cooperating and participating agencies and public input, the MaineDOT and the FHWA have identified Alternative 2B-2 as its preferred alternative because it best satisfies the study purpose and needs, would fulfill their statutory mission and responsibilities, and has the least adverse environmental impact. JF - EPA number: 150024, Final EIS, January 30, 2015 Y1 - 2015/01/30/ PY - 2015 DA - 2015 Jan 30 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maine 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/1771720079?accountid=14244 L2 - http://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=2015-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-395%2FROUTE+9+TRANSPORTATION+STUDY%2C+PENOBSCOT+AND+HANCOCK+COUNTIES%2C+MAINE.&rft.title=I-395%2FROUTE+9+TRANSPORTATION+STUDY%2C+PENOBSCOT+AND+HANCOCK+COUNTIES%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine N1 - Date revised - 2016-03-01 N1 - SuppNotes - Final. Preparation date: January 30, 2015 N1 - Last updated - 2016-03-10 ER - TY - RPRT T1 - STATE ROAD 997/SW 177TH AVENUE/KROME AVENUE (SOUTH) FROM SW 296TH STREET (AVOCADO DRIVE) TO SW 136TH STREET (HOWARD DRIVE), MIAMI-DADE COUNTY, FLORIDA. AN - 1768156217; 16394 AB - PURPOSE: This project proposes roadway and safety improvements along a ten-mile segment of SR 997/SW 177th Avenue/Krome Avenue from SW 296th Street (Avocado Drive) to SW 136th Street (Howard Drive) in Miami-Dade County, Florida. The existing facility is a two-lane undivided rural roadway. The proposed action is to improve safety by providing four-lane divided rural and suburban sections, additional capacity, and implementing access management criteria. JF - EPA number: 150016, Final EIS, January 23, 2015 Y1 - 2015/01/23/ PY - 2015 DA - 2015 Jan 23 KW - Roads and Railroads KW - Section 4(f) Statements KW - Roads KW - Transportation KW - Wildlife Habitat KW - Relocations-Property Acquisitions KW - Traffic Control KW - Safety Analyses KW - Water Quality KW - Historic Sites KW - Air Quality KW - Florida KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Endangered Species Act of 1973, Animals UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1768156217?accountid=14244 L2 - http://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=2015-01-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROAD+997%2FSW+177TH+AVENUE%2FKROME+AVENUE+%28SOUTH%29+FROM+SW+296TH+STREET+%28AVOCADO+DRIVE%29+TO+SW+136TH+STREET+%28HOWARD+DRIVE%29%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=STATE+ROAD+997%2FSW+177TH+AVENUE%2FKROME+AVENUE+%28SOUTH%29+FROM+SW+296TH+STREET+%28AVOCADO+DRIVE%29+TO+SW+136TH+STREET+%28HOWARD+DRIVE%29%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Miami, Florida N1 - Date revised - 2016-02-25 N1 - SuppNotes - Final. Preparation date: January 23, 2015 N1 - Last updated - 2016-02-26 ER - TY - RPRT T1 - STATE HIGHWAY 249 EXTENSION, FROM FM 1774 IN PINEHURST TO FM 1774 NORTH OF TODD MISSION MONTGOMERY AND GRIMES COUNTIES, TEXAS. AN - 16377196; 16396 AB - PURPOSE: The proposed State Highway (SH) 249 Controlled-Access Tollway Extension project (proposed SH 249 Extension) would extend from just south of the State Highway (SH) 249/Farm-to- Market (FM) 1774/FM 149 interchange in the City of Pinehurst to a new SH 249/FM 1774 interchange north of the City of Todd Mission. The proposed SH 249 Extension would be developed on a new location and would be approximately 14 to 15 miles in length. In crossing the southwest portion of Montgomery County and extending into the southeast portion of Grimes County, the proposed SH 249 Extension would be constructed as a four-mainlane, controlled-access tollway with intermittent frontage roads within a typical 400-foot-wide right-of-way (ROW). The Draft EIS evaluates the social, economic, and environmental effects of the proposed tollway and includes an assessment of resources such as land use, farmlands, social, economics, air quality, noise, wetlands, floodplains, water quality, biological resources, cultural resources, hazardous/regulated materials, and visual aesthetics. JF - EPA number: 150018, Draft EIS, January 23, 2015 Y1 - 2015/01/23/ PY - 2015 DA - 2015 Jan 23 KW - Roads and Railroads KW - Highways KW - Land use KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Farmlands KW - Air Quality KW - Noise KW - Water Quality KW - Wetlands KW - Threatened Species (Animals) KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Environmental Justice KW - Texas KW - Farmland Protection Policy Act, Compliance KW - Endangered Species Act of 1973, Animals UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16377196?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas N1 - Date revised - 2016-02-25 N1 - SuppNotes - Draft. Preparation date: January 23, 2015 N1 - Last updated - 2016-02-26 ER - TY - RPRT T1 - ANGOON AIRPORT, ALASKA. AN - 16395301; 16378 AB - PURPOSE: For this EIS, the purpose and need is as follows: Current transportation service to and from Angoon is solely by seaplane and ferry. These options do not provide sufficient availability and reliability in transportation to and from Angoon. A land-based airport will improve the availability and reliability of aviation transportation services to and from Angoon. Like most communities in Southeast Alaska, Angoon has no road connections outside the local area because the ocean and terrain surrounding Angoon make construction and maintenance of roads and bridges to other communities impractical and prohibitively expensive. Seaplane service to and from Angoon is available approximately 44% of the hours in any given year. This percentage of time is determined by weather, lighting conditions, and water conditions in Favorite Bay. The ferry service provides a relatively low-cost travel option that can usually accommodate passenger demand but is unlikely to improve the availability and reliability of transportation to and from Angoon due to infrequent schedules and travel time. A land-based airport would meet Angoon's unmet transportation needs by improving aviation availability and reliability. A land-based airport would have, or would allow for, the following: Runway lighting, allowing a pilot to safely land at night or in low-light situations; the development of an instrument approach procedure using a fixed runway threshold that would let pilots navigate to and land at the Angoon Airport during instrument flight rules weather conditions; and aircraft operations that are not affected by low temperatures. A land-based airport with runway lights, an instrument approach procedure, and a fixed threshold would improve the availability of aviation service to Angoon, allowing flights to occur 89% -94% of the total hours in a given year. This more than doubles the 44% of hours per year that seaplane service is currently available. JF - EPA number: 140384, Draft EIS, January 9, 2015 Y1 - 2015/01/09/ PY - 2015 DA - 2015 Jan 09 KW - Land Use KW - Airports KW - Transportation KW - Aircraft KW - Air Quality KW - Wildlife Habitat KW - Marine Mammals KW - Aircraft Noise KW - Section 4(f) Statements KW - Historic Sites KW - Vegetation KW - Floodplains KW - Fish KW - Endangered Species (Animals) KW - Hydrology KW - Hazardous Wastes KW - Cultural Resources KW - Visual Resources KW - Natural Resources KW - Noise Assessments KW - Socioeconomic Assessments KW - Water Quality KW - Water Resources KW - Wetlands KW - Wilderness KW - Environmental Justice KW - Alaska KW - Department of Transportation Act of 1966, Compliance KW - Marine Mammal Protection Act of 1972, Compliance KW - Clean Air Act Amendments of 1990, Emission Standards KW - Executive Order 11988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16395301?accountid=14244 L2 - http://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=2015-01-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ANGOON+AIRPORT%2C+ALASKA.&rft.title=ANGOON+AIRPORT%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Portland, Oregon N1 - Date revised - 2016-02-10 N1 - SuppNotes - Draft. Preparation date: January 9, 2015 N1 - Last updated - 2016-02-11 ER - TY - CPAPER T1 - The Pathfinder Project: Collaborative Messaging for Traveler Information T2 - 95th American Meteorological Society Annual Meeting AN - 1658695746; 6337151 JF - 95th American Meteorological Society Annual Meeting AU - Pisano, Paul AU - Carpenter, D AU - Barjenbruch, K AU - Dunn, L AU - Patterson, R AU - Sturges, L Y1 - 2015/01/04/ PY - 2015 DA - 2015 Jan 04 KW - Meteorology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1658695746?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=95th+American+Meteorological+Society+Annual+Meeting&rft.atitle=The+Pathfinder+Project%3A+Collaborative+Messaging+for+Traveler+Information&rft.au=Pisano%2C+Paul%3BCarpenter%2C+D%3BBarjenbruch%2C+K%3BDunn%2C+L%3BPatterson%2C+R%3BSturges%2C+L&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2015-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=95th+American+Meteorological+Society+Annual+Meeting&rft.issn=&rft_id=info:doi/ L2 - https://ams.confex.com/ams/95Annual/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-28 N1 - Last updated - 2015-02-27 ER - TY - JOUR T1 - Integration and delivery of interferometric synthetic aperture radar (InSAR) data into stormwater planning within karst terranes AN - 1861077533; 768318-42 AB - As part of two USDOT-funded studies focused on the development of satellite-based Interferometric Synthetic Aperture Radar (InSAR) technology, the researchers integrated InSAR-derived point cloud data into the transportation design process to optimize the location of a stormwater management system in a karst terrane. After initial validation, the InSAR data (over 1.67 million data points comprising various "scatterers") were brought into a GIS dataframe and georeferenced to locations of known sinkholes. This dataset was then used to evaluate karst hazard within a 40x40km data frame located in the Valley and Ridge Province of Virginia. The group identified systematic kinematic differences in scatterer behavior with respect to their proximity to mapped karst geohazards, and used this method to identify unknown karst features, revealing numerous previously unidentified sinkholes. After validating the data with quantitative field correlations, the group integrated the dataset into a traditional CADD-developed design, ported into a GIS environment, and utilized the resulting integrated dataset to optimize the location of stormwater management assets within a traditionally-developed roadway project. In the process, the group developed open-source data delivery, allowing greater flexibility, efficiency, and optimization of the infrastructure design and planning process conducted collaboratively over geospatial platforms. This data integration offers lifecycle cost benefits, improvements to the safety of the traveling public, and protection of the environment, particularly in groundwater-sensitive karst terranes. A case study of this approach is presented. JF - Proceedings - Multidisciplinary Conference on Sinkholes and the Engineering and Environmental Impacts of Karsts AU - Bruckno, Brian AU - Vaccari, Andrea AU - Hoppe, Edward AU - Acton, Scott T AU - Campbell, Elizabeth AU - Veni, George AU - Barr, Kelton AU - LaMoreaux, Jim Y1 - 2015 PY - 2015 DA - 2015 SP - 371 EP - 380 PB - National Cave and Karst Research Institute, [varies] VL - 14 KW - United States KW - aquifer vulnerability KW - water quality KW - geologic hazards KW - water management KW - Appalachians KW - stormwater KW - karst KW - ground water KW - environmental management KW - hydrologic cycle KW - geographic information systems KW - SAR KW - mass movements KW - Valley and Ridge Province KW - hydrology KW - North America KW - Virginia KW - cartography KW - regional planning KW - radar methods KW - satellite methods KW - preventive measures KW - aquifers KW - case studies KW - landslides KW - kinematics KW - sinkholes KW - runoff KW - land management KW - natural hazards KW - Augusta County Virginia KW - information systems KW - InSAR KW - solution features KW - slope stability KW - roads KW - land use KW - design KW - remote sensing KW - 21:Hydrogeology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1861077533?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Engineering+and+Environmental+Impacts+of+Karsts&rft.atitle=Integration+and+delivery+of+interferometric+synthetic+aperture+radar+%28InSAR%29+data+into+stormwater+planning+within+karst+terranes&rft.au=Bruckno%2C+Brian%3BVaccari%2C+Andrea%3BHoppe%2C+Edward%3BActon%2C+Scott+T%3BCampbell%2C+Elizabeth%3BVeni%2C+George%3BBarr%2C+Kelton%3BLaMoreaux%2C+Jim&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2015-01-01&rft.volume=14&rft.issue=&rft.spage=371&rft.isbn=&rft.btitle=&rft.title=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Engineering+and+Environmental+Impacts+of+Karsts&rft.issn=&rft_id=info:doi/ L2 - http://digital.lib.usf.edu/content/SF/S0/05/37/49/00001/K26-03300-Integration_and_Delivery_of_Interferometric_Synthetic_Aperture_Ra.pdf http://www.karstportal.org/taxonomy/term/10494 LA - English DB - GeoRef N1 - Conference title - Fourteenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - Number of references - 18 N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2017-01-24 N1 - CODEN - #04513 N1 - SubjectsTermNotLitGenreText - Appalachians; aquifer vulnerability; aquifers; Augusta County Virginia; cartography; case studies; design; environmental management; geographic information systems; geologic hazards; ground water; hydrologic cycle; hydrology; information systems; InSAR; karst; kinematics; land management; land use; landslides; mass movements; natural hazards; North America; preventive measures; radar methods; regional planning; remote sensing; roads; runoff; SAR; satellite methods; sinkholes; slope stability; solution features; stormwater; United States; Valley and Ridge Province; Virginia; water management; water quality ER - TY - JOUR T1 - Monitoring the threat of sinkhole formation under a portion of US 18 in Cerro Gordo County, Iowa using TDR measurements AN - 1861076653; 768318-64 AB - Sinkhole formation is a common occurrence in northeast Iowa, and US 18 in Cerro Gordo County was constructed over an area where sinkhole formation had only been locally known. It had not been recorded or identified in the Iowa DNR database at the time. Since 2004, sinkholes have developed along the right of way. Geophysical surveys contributed very little in the identifying the cause. However a Soil Survey (drilling program) identified numerous voids within carbonate bedrock. The soil borings indicated that shale overlying the carbonate rock has been removed/eroded, and resulted in the development of a karst subsurface through the dissolution of the carbonate rock. Without removing the structural fill and site soils to expose the rock, it will not be possible to impede the natural processes occurring. An alternative approach was adopted and consisted of: (a) removing the existing pavement, (b) installing coaxial cables in trenches excavated within the subgrade, (c) replacing the pavement as double reinforced pavement (including shoulders), and (d) monitoring the cables using Time Domain Reflectometry (TDR). The cables are interrogated several times a day and data is transmitted via cellular modem to Iowa DOT facilities. Among the data transmitted is a log file of deformation activity along each of the cables which is evaluated and an action plan is initiated based on: (a) information in the activity file, and (b) updated plots for each cable. Unexpected behavior has been observed, with activity occurring annually between the months of September and March. Although several explanations have been proposed, there is no definitive correlation between locations of the activity detected by TDR, sinkhole locations, or geophysical anomaly locations. In spite of this uncertainty, real time remote monitoring for ground movement is continuing. JF - Proceedings - Multidisciplinary Conference on Sinkholes and the Engineering and Environmental Impacts of Karsts AU - O'Connor, Kevin M AU - Trainum, Matthew AU - Veni, George AU - Barr, Kelton AU - LaMoreaux, Jim Y1 - 2015 PY - 2015 DA - 2015 SP - 569 EP - 578 PB - National Cave and Karst Research Institute, [varies] VL - 14 KW - United States KW - geophysical surveys KW - engineering properties KW - ground-penetrating radar KW - techniques KW - grouting KW - piping KW - Iowa KW - remediation KW - fractures KW - sedimentary rocks KW - underground cavities KW - time domain reflectometry KW - soil mechanics KW - monitoring KW - geophysical methods KW - electrical methods KW - radar methods KW - Cerro Gordo County Iowa KW - deformation KW - measurement KW - detection KW - sinkholes KW - surveys KW - carbonate rocks KW - solution features KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1861076653?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Engineering+and+Environmental+Impacts+of+Karsts&rft.atitle=Monitoring+the+threat+of+sinkhole+formation+under+a+portion+of+US+18+in+Cerro+Gordo+County%2C+Iowa+using+TDR+measurements&rft.au=O%27Connor%2C+Kevin+M%3BTrainum%2C+Matthew%3BVeni%2C+George%3BBarr%2C+Kelton%3BLaMoreaux%2C+Jim&rft.aulast=O%27Connor&rft.aufirst=Kevin&rft.date=2015-01-01&rft.volume=14&rft.issue=&rft.spage=569&rft.isbn=&rft.btitle=&rft.title=Proceedings+-+Multidisciplinary+Conference+on+Sinkholes+and+the+Engineering+and+Environmental+Impacts+of+Karsts&rft.issn=&rft_id=info:doi/10.5038%2F9780991000951.1007 L2 - http://www.karstportal.org/taxonomy/term/10494 LA - English DB - GeoRef N1 - Conference title - Fourteenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - Number of references - 7 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2017-01-24 N1 - CODEN - #04513 N1 - SubjectsTermNotLitGenreText - carbonate rocks; Cerro Gordo County Iowa; deformation; detection; electrical methods; engineering properties; fractures; geophysical methods; geophysical surveys; ground-penetrating radar; grouting; Iowa; measurement; monitoring; piping; radar methods; remediation; sedimentary rocks; sinkholes; soil mechanics; solution features; surveys; techniques; time domain reflectometry; underground cavities; United States DO - http://dx.doi.org/10.5038/9780991000951.1007 ER - TY - JOUR T1 - Stop 4; Emerald Mound; archaeology and history AN - 1832651981; 781518-4 JF - Guidebook Series - Illinois State Geological Survey AU - Koldehoff, Brad H Y1 - 2015 PY - 2015 DA - 2015 SP - 49 EP - 53 PB - Illinois State Geological Survey, Urbana, IL SN - 0073-5094, 0073-5094 KW - United States KW - Emerald Mound KW - archaeology KW - Illinois KW - Peoria Silt KW - clastic sediments KW - Saint Clair County Illinois KW - field trips KW - road log KW - archaeological sites KW - sediments KW - loess KW - Cahokia Illinois KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832651981?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Guidebook+Series+-+Illinois+State+Geological+Survey&rft.atitle=Stop+4%3B+Emerald+Mound%3B+archaeology+and+history&rft.au=Koldehoff%2C+Brad+H&rft.aulast=Koldehoff&rft.aufirst=Brad&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=49&rft.isbn=&rft.btitle=&rft.title=Guidebook+Series+-+Illinois+State+Geological+Survey&rft.issn=00735094&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 55th Midwest Friends of the Pleistocene 2011 field conference N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - PubXState - IL N1 - Document feature - illus. incl. sketch map N1 - SuppNotes - 55th Midwest Friends of the Pleistocene 2011 field conference N1 - Last updated - 2017-01-24 N1 - CODEN - IGSSA4 N1 - SubjectsTermNotLitGenreText - archaeological sites; archaeology; Cahokia Illinois; clastic sediments; Emerald Mound; field trips; Illinois; loess; Peoria Silt; road log; Saint Clair County Illinois; sediments; United States ER - TY - JOUR T1 - Depositional build-and-fill within the Zarah Subgroup (Upper Pennsylvanian, Missourian stage) of Miami County, Kansas; integrated lithostratigraphy, biostratigraphy, delta (super 13) c (sub carb) chemostratigraphy, and geophysical well-log data AN - 1807505096; 2016-064167 AB - Surface and subsurface analysis of units within the Zarah Subgroup of Miami County reveal extensive distal-delta lobe development with variable thicknesses up to 16.5 meters of the Liberty Memorial Shale Formation, and 17.1 meters and 31.7 meters respectively of the Island Creek and middle Farley shale members. The relief developed by these near-shore deposits promoted the aggradation and progradation of photic-zone algal mounds with thicknesses of greater than 14.6 meters on and around bathymetric highs, resulting in a dynamic interplay between carbonate build-up, and siliciclastic infilling, modulated by glacioeustatic sea level rise and fall. This dynamic system has been described as "build-and-fill" and is applied to the Zarah Subgroup as a means of predicting algal mound development and distribution. This high-resolution study is presented here in a sequence-stratigraphic framework, and improves upon past interpretations of the mound-bank paleotopography and our understanding of the Missourian depositional systems within the study area. This study also provides the first whole-rock carbonate carbon isotope delta (super 13) C (sub carb) chemostratigraphic data from Missourian rocks in this region, which show elevated delta (super 13) C values in association with carbonate and core shale lithologies with shifts of up to +6.0 ppm (total change) for delta (super 13) C. These data show a similar pattern to that observed in the Permian of south-central Kansas, and has been attributed to glacial-interglacial cyclicity during the Late Paleozoic Ice Age. This study also provides updated conodont biostratigraphic information for the Kansas City Group. JF - Abstracts with Programs - Geological Society of America AU - Oborny, Stephan C AU - Ludvigson, Greg A AU - Henthorne, Robert AU - Heckel, Philip H AU - Cramer, Bradley D AU - Anonymous Y1 - 2015 PY - 2015 DA - 2015 SP - 652 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 7 SN - 0016-7592, 0016-7592 KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1807505096?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Depositional+build-and-fill+within+the+Zarah+Subgroup+%28Upper+Pennsylvanian%2C+Missourian+stage%29+of+Miami+County%2C+Kansas%3B+integrated+lithostratigraphy%2C+biostratigraphy%2C+delta+%28super+13%29+c+%28sub+carb%29+chemostratigraphy%2C+and+geophysical+well-log+data&rft.au=Oborny%2C+Stephan+C%3BLudvigson%2C+Greg+A%3BHenthorne%2C+Robert%3BHeckel%2C+Philip+H%3BCramer%2C+Bradley+D%3BAnonymous&rft.aulast=Oborny&rft.aufirst=Stephan&rft.date=2015-01-01&rft.volume=47&rft.issue=7&rft.spage=652&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2015 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2016-01-01 N1 - PubXState - CO N1 - Last updated - 2016-07-29 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Investigation causes of pavement structure failure using new AASHTO mechanistic-empirical procedures for optimization roads performance in different climatic condition of Iran AN - 1790970437; PQ0003110483 AB - In recent years, procedure of AASHTO Guide for Design of Pavement Structures distanced from first empirical procedure and advanced toward mechanistic empirical procedures. "Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures" in 2004 and its attached software M-EPDG is the result of this new procedure that AASHTO presented it through projects NCHRP 1-37 A and NCHRP 1-40 B with cooperation of NCHRP and FHWA institutions. In this paper, required data for software analyzing of three real pavement structures pieces collected from three different climatic areas and pavement structures modeled in software by entering data into software. Modeled sections by this software were analyzed failure, and, regarding to obtained results, common designing pavement structures procedures compared with the new way of AASHTO, and efficiency rate of related software investigated in two different climatic zone of Iran. Also, in Iran some suggestions indicated about required conductions for application of new method of AASHTO. JF - Environment Conservation Journal AU - Behnam, Maliheh AU - Khojasteh, Hedyeh AU - Hashemi, Mir Mohammad Seyyed AU - Javid, Mehdi AD - Department of Transportation, Germi Branch, Islamic Azad University, Germi, Iran, Mehdi.shahbazi72@yahoo.com Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 659 EP - 670 PB - Action for Sustainable, Efficacious Development and Awareness, Malviya Marg Rishikesh Uttaranchal 249 201 India VL - 16 SN - 0972-3099, 0972-3099 KW - Ecology Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; Aqualine Abstracts; Water Resources Abstracts; Environment Abstracts KW - Pavement Structures KW - AASHTO KW - Road Safety KW - Failure KW - Cooperation KW - Climatic conditions KW - Environmental factors KW - Computer programs KW - software KW - Roads KW - Climatic Zones KW - Structural Engineering KW - Conduction KW - Data processing KW - Climate KW - Institutions KW - Climatic zones KW - ISW, Iran KW - Model Studies KW - Methodology KW - Performance Evaluation KW - Conservation KW - Optimization KW - AQ 00001:Water Resources and Supplies KW - Q5 08503:Characteristics, behavior and fate KW - SW 0810:General KW - ENA 18:Transportation KW - D 04060:Management and Conservation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1790970437?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Environment+Conservation+Journal&rft.atitle=Investigation+causes+of+pavement+structure+failure+using+new+AASHTO+mechanistic-empirical+procedures+for+optimization+roads+performance+in+different+climatic+condition+of+Iran&rft.au=Behnam%2C+Maliheh%3BKhojasteh%2C+Hedyeh%3BHashemi%2C+Mir+Mohammad+Seyyed%3BJavid%2C+Mehdi&rft.aulast=Behnam&rft.aufirst=Maliheh&rft.date=2015-01-01&rft.volume=16&rft.issue=&rft.spage=659&rft.isbn=&rft.btitle=&rft.title=Environment+Conservation+Journal&rft.issn=09723099&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Environmental factors; Climatic zones; Methodology; Computer programs; software; Data processing; Cooperation; Conservation; Conduction; Climatic conditions; Climate; Performance Evaluation; Roads; Climatic Zones; Institutions; Structural Engineering; Optimization; Model Studies; ISW, Iran ER - TY - JOUR T1 - Safety Effectiveness of Flashing Yellow Arrow: Evaluation of 222 Signalized Intersections in North Carolina AN - 1786200592; PQ0002533737 AB - The purpose of this project was to develop crash modification factors (CMFs) for the implementation of a flashing yellow arrow (FYA) on the basis of the specific before-and-after period conditions of a signalized intersection. Although this countermeasure has been used for years in North Carolina and other states, no published studies to date have provided CMFs for left-turn crashes specific to the treated approaches, and none has provided CMFs for the three-section FYA for permissive-only left turns. Crash data from 222 intersections in North Carolina with an FYA protected-permissive left turn (FYA-PPLT), three-section FYA permissive-only left-turn installations, or both were used to provide CMFs for five category types: Category 1 (permissive only to FYA-PPLT), Category 2 (protected only to FYA-PPLT), Category 2A (protected only to FYA-PPLT with time of day operation), Category 3 (five-section PPLT to FYA-PPLT), and Category 4 (permissive only to FYA permissive only). A before-and-after crash analysis with consideration given to increases in traffic was used to determine the safety estimates. Safety performance functions were used to account for the effect of traffic volume trends. In Categories 3 and 4, the change was exclusive to the left-turn display and not to a change in phasing. All CMF results were statistically significant for Category 3, and target and injury CMF results were statistically significant for Category 4. On the basis of the results from the study sites, a statistically significant decrease was found in target left-turn crashes and injury crashes after a site signal underwent a change from a solid green ball to an FYA for permissive left turns when phasing remained unchanged. This finding applied whether the left phasing was protected-permissive or fully permissive. JF - Transportation Research Record AU - Simpson, Carrie L AU - Troy, Shawn A AD - North Carolina Department of Transportation, Transportation Mobility and Safety Division, 1561 Mail Service Center, Garner, NC 27699-1561 clsimpson@ncdot.gov Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 46 EP - 58 PB - Transportation Research Board IS - 2492 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Phasing KW - Crashes KW - Intersections KW - Traffic flow KW - Flashing KW - Traffic engineering KW - Traffic safety KW - Categories UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1786200592?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+Record&rft.atitle=Safety+Effectiveness+of+Flashing+Yellow+Arrow%3A+Evaluation+of+222+Signalized+Intersections+in+North+Carolina&rft.au=Simpson%2C+Carrie+L%3BTroy%2C+Shawn+A&rft.aulast=Simpson&rft.aufirst=Carrie&rft.date=2015-01-01&rft.volume=&rft.issue=2492&rft.spage=46&rft.isbn=9780309369183&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2492-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Number of references - 9 N1 - Last updated - 2016-05-03 DO - http://dx.doi.org/10.3141/2492-05 ER - TY - JOUR T1 - Joint Evacuation and Emergency Traffic Management Model with Consideration of Emergency Response Needs AN - 1786199994; PQ0002488439 AB - During and after a disaster, transportation network management is a complex task. In a state of limited serviceability and functionality, surviving transportation infrastructure is expected to act as a vital lifeline and to support different types of operations. This study investigates the joint planning of evacuation operations and emergency traffic management while accounting for emergency response needs. Extended wildfires across a highway network are the assumed disaster setting. Population evacuation takes place by using part of the network, whereas emergency traffic management strategies are applied outside the evacuation zone. Network performance enhancement is pursued through the implementation of lane reversal. The problem is formulated as a two-stage optimization model; minimization of total evacuation time (TET) and minimization of total network travel time (TNTT) are the upper-level objectives for the evacuation area and the rest of the network, respectively. The lower level corresponds to a traffic assignment model on the basis of user equilibrium. Demonstration of the model on a real-world network proves the computational efficiency of the algorithm. The model systematically produces robust results in terms of TET-TNTT minimization and thus addresses the operational needs arising and enhances overall transportation network performance. JF - Transportation Research Record AU - Konstantinidou, Maria A AU - Kepaptsoglou, Konstantinos L AU - Karlaftis, Matthew G AU - Stathopoulos, Antony AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5, Iroon Polytechniou, 15773 Zografou, Greece Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 107 EP - 117 PB - Transportation Research Board IS - 2532 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Evacuation KW - Emergency vehicles KW - Traffic management KW - Minimization KW - Emergency management KW - Emergency response KW - Networks KW - Optimization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1786199994?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+Record&rft.atitle=Joint+Evacuation+and+Emergency+Traffic+Management+Model+with+Consideration+of+Emergency+Response+Needs&rft.au=Konstantinidou%2C+Maria+A%3BKepaptsoglou%2C+Konstantinos+L%3BKarlaftis%2C+Matthew+G%3BStathopoulos%2C+Antony&rft.aulast=Konstantinidou&rft.aufirst=Maria&rft.date=2015-01-01&rft.volume=&rft.issue=2532&rft.spage=107&rft.isbn=9780309369152&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2532-13 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Number of references - 35 N1 - Last updated - 2016-05-03 DO - http://dx.doi.org/10.3141/2532-13 ER - TY - JOUR T1 - Modeling Driver Behavior in Work and Nonwork Zones: Multidimensional Psychophysical Car-Following Framework AN - 1786197568; PQ0002533785 AB - A new multidimensional framework for modeling car following on the basis of statistical evaluation of driver behavior in work and non-work zones is presented. The models developed as part of this multi-dimensional framework use psychophysical concepts for car following that are close in character to the Wiedemann model used in popular traffic simulation software such as VISSIM. The authors hypothesized that with an instrumented research vehicle (IRV) in a living laboratory (LL) along a roadway, the parameters of models developed from the multi-dimensional framework could be derived statistically and calibrated for driver behavior in work zones. This hypothesis was validated with data collected from a group of 64 random participants who drove the IRV through an LL set up along a work zone on I-95 near Washington, D.C. For this validation, the IRV was equipped with sensors, including radar, and an onboard data collection system to record the vehicle performance. One of the limitations of current car-following models is that they account for only one overall behavioral condition. This study demonstrated that there are four different categories of car-following behavior models, each with different parameter distributions: the four categories are divided by traffic condition (congested versus noncongested) and by roadway condition (work versus nonwork zone). Calibrated threshold values for each of these four categories are presented. Furthermore, this new framework for modeling car-following behavior is described in a multi-dimensional setting and can be used to enhance vehicle behavior in microsimulation models. JF - Transportation Research Record AU - Lochrane, Taylor W P AU - Al-Deek, Haitham AU - Dailey, Daniel J AU - Krause, Cory AD - Turner-Fairbank Highway Research Center, FHWA, U.S. Department of Transportation, 6300 Georgetown Pike, McLean, VA 22101 Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 116 EP - 126 PB - Transportation Research Board VL - 1 IS - 2490 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Automotive engineering KW - Car following KW - Traffic flow KW - Traffic engineering KW - Drivers KW - Automobiles KW - Categories UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1786197568?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+Record&rft.atitle=Modeling+Driver+Behavior+in+Work+and+Nonwork+Zones%3A+Multidimensional+Psychophysical+Car-Following+Framework&rft.au=Lochrane%2C+Taylor+W+P%3BAl-Deek%2C+Haitham%3BDailey%2C+Daniel+J%3BKrause%2C+Cory&rft.aulast=Lochrane&rft.aufirst=Taylor+W&rft.date=2015-01-01&rft.volume=1&rft.issue=2490&rft.spage=116&rft.isbn=9780309369206&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2490-13 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-05-01 N1 - Number of references - 22 N1 - Last updated - 2017-02-03 DO - http://dx.doi.org/10.3141/2490-13 ER - TY - JOUR T1 - Simulation Study of Truck Traffic at Single-Lane Roundabouts With and Without Slip Lanes AN - 1778064201; PQ0002449594 AB - As transportation planners and engineers design useful and effective roundabouts, these professionals are challenged by the need to accommodate safely truck traffic and high truck volumes in particular. Delay is a major challenge with truck traffic, especially with returning left-turning trucks. The delay performance of single-lane roundabouts with an adjacent slip lane for right turns was considered under various truck traffic percentages and two slip lane exit types (free flow and yield). A microsimulation assessment compared four percentages of right-turn truck traffic: 0% (no trucks), 5%, 45%, and 80%. Results indicate that the average delay of a roundabout with a slip lane under various truck traffic percentages is a nonlinear relationship with slip lane volumes and is sensitive to changes in truck traffic percentages before oversaturation is reached. As expected, results indicate that a free-flow slip lane exit type significantly reduces total average delay in roundabouts compared with having no slip lane with truck traffic. Yield slip lane exit types also reduced total average delay from truck traffic in roundabouts, but to a lesser degree than free-flow slip lane exit types. At higher truck traffic volumes, overall average roundabout delay decreased 15% (estimated VISSIM 95% confidence interval of reduction estimated between -16% and -2%) with a free-flow slip lane exit type. Finally, returning left-turn trucks increased total roundabout average delay significantly, by 64%. JF - Transportation Research Record AU - Al-Ghandour, Majed AD - Program Development Branch, North Carolina Department of Transportation, 1542 Mail Service Center, Raleigh, NC 27699-1542 malghandour@ncdot.gov Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 80 EP - 86 PB - Transportation Research Board IS - 2517 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Lanes KW - Delay KW - Traffic flow KW - Slip KW - Trucks KW - Traffic engineering KW - Roundabouts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1778064201?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+Record&rft.atitle=Simulation+Study+of+Truck+Traffic+at+Single-Lane+Roundabouts+With+and+Without+Slip+Lanes&rft.au=Al-Ghandour%2C+Majed&rft.aulast=Al-Ghandour&rft.aufirst=Majed&rft.date=2015-01-01&rft.volume=&rft.issue=2517&rft.spage=80&rft.isbn=9780309295819&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2517-09 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-04-01 N1 - Number of references - 10 N1 - Last updated - 2016-04-04 DO - http://dx.doi.org/10.3141/2517-09 ER - TY - JOUR T1 - Impact of Including Exiting Vehicles in Single-Lane Roundabout Capacity Models AN - 1778051762; PQ0002449595 AB - Roundabouts are classified as alternative intersection forms because they provide operational conditions not found at conventional intersections (e.g., a low-speed environment and fewer possible vehicle conflicts). Such conditions provide a combination of safety and operational benefit that normally is not achievable at a conventional intersection. The ability to predict capacity accurately is important when alternative intersection designs are examined. Highway Capacity Manual 2010 provides a current method for determining the capacity of a roundabout approach in which vehicles that exit on the same approach are considered not to influence capacity. However, the inclusion of exiting vehicles in the model creates a different circulating vehicle gap distribution (dividing larger gaps into smaller gaps) that reduces the number of opportunities to measure follow-up headway. Also, most critical headway values for the analysis are smaller than the critical headway values found when exiting vehicles are excluded. Capacity equations were developed from video imagery recorded for 28 approaches at 13 roundabouts, and the impact of including exiting vehicles in the analysis of single-lane roundabout capacity was evaluated. Vehicles exiting the roundabout were found to have a measurable impact on the estimated capacity of the roundabout approach. Both follow-up and critical headway values decreased when exiting vehicles were included. Also, the estimated capacity including exiting vehicles was found to increase or decrease (relative to capacity estimates that excluded exiting vehicles) depending on the percentage of conflicting vehicles that were exiting vehicles. JF - Transportation Research Record AU - Suh, Wonho AU - Barry, Christina AU - Schmitt, Laura AU - Anderson, James AU - Rodgers, Michael O AU - Hunter, Michael AD - Department of Transportation and Logistics Engineering, Hanyang University, 55 Hanyangdaehak-Ro, Sangnok-Gu, Ansan 426-791, South Korea wonhosuh@hanyang.ac.kr Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 87 EP - 95 PB - Transportation Research Board IS - 2517 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Intersections KW - Transportation KW - Mathematical models KW - Vehicles KW - Circulating KW - Manuals KW - Roundabouts KW - Headways UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1778051762?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+Record&rft.atitle=Impact+of+Including+Exiting+Vehicles+in+Single-Lane+Roundabout+Capacity+Models&rft.au=Suh%2C+Wonho%3BBarry%2C+Christina%3BSchmitt%2C+Laura%3BAnderson%2C+James%3BRodgers%2C+Michael+O%3BHunter%2C+Michael&rft.aulast=Suh&rft.aufirst=Wonho&rft.date=2015-01-01&rft.volume=&rft.issue=2517&rft.spage=87&rft.isbn=9780309295819&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2517-10 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-04-01 N1 - Number of references - 14 N1 - Last updated - 2016-04-04 DO - http://dx.doi.org/10.3141/2517-10 ER - TY - JOUR T1 - Review and revision of ludlow (Silurian) to Lochkovian (Devonian) spathognathodontid conodont taxa AN - 1773799349; 2016-025388 AB - Spathognathodontid conodonts were widespread in the late Silurian and early Devonian, yet this family is taxonomically poorly understood due to the conservative, carminate shape of its fossil elements. Several recent taxonomic revisions of the family have been undertaken, resulting in splitting of the genus Ozarkodina into six or more separate genera within the past decade. However, these taxonomic models often neglect significant conodont collections from the late Silurian and early Devonian of midcontinent North America. A review of the literature and consideration of the new taxonomic models have allowed for a revised classification of Spathognathodontid conodont collections from the Hunton group of Oklahoma, the Bainbridge Formation of Missouri, the Decatur and Ross Formations of Tennessee, and the subsurface Frame Formation of west Texas. Two broadly defined groups of Spathognathodontid taxa have been identified: an older group consisting of Ozarkodina typica, Parazieglerodina auriformis, Genus S snajdri, Genus S crispa, and Wurmiella excavata; and a younger group that crosses the Silurian-Devonian boundary, consisting of Genus W eosteinhornensis, Lanea planilingua, Zieglerodina denticulata, Z. inordinata, Z. zellmeri, Z. cf. repetitor, and Z. cf. remscheidensis. A good conodont indicator of the Silurian-Devonian boundary was not found in the collections studied here, but the generally clear distinction between the two faunal groups may be indicative of paleoclimatic changes or an oceanic 'event' similar to the mid-Ludlow Lau Event. Additionally, several of the taxa studied, particularly Parazieglerodina auriformis and Zieglerodina denticulata, may be useful individually for regional or global stratigraphic correlation. JF - Abstracts with Programs - Geological Society of America AU - Peavey, F Nicole AU - Anonymous Y1 - 2015 PY - 2015 DA - 2015 SP - 338 PB - Geological Society of America (GSA), Boulder, CO VL - 47 IS - 7 SN - 0016-7592, 0016-7592 KW - 10:Invertebrate paleontology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1773799349?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Review+and+revision+of+ludlow+%28Silurian%29+to+Lochkovian+%28Devonian%29+spathognathodontid+conodont+taxa&rft.au=Peavey%2C+F+Nicole%3BAnonymous&rft.aulast=Peavey&rft.aufirst=F&rft.date=2015-01-01&rft.volume=47&rft.issue=7&rft.spage=338&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2015 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2016-01-01 N1 - PubXState - CO N1 - Last updated - 2016-03-17 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Development and Use of High-Quality Databases of Deep Foundation Load Tests AN - 1770347043; PQ0002264081 AB - Foundation load test databases are needed by researchers in reliability calibration to develop accurate and economical foundation geotechnical design methods (for implementation of load and resistance factor design) and by designers to evaluate and improve the geotechnical design for production foundations in their projects. These databases should include a complete and adequate number of high-quality records of data at load test sites. FHWA developed the Deep Foundation Load Test Database (DFLTD), which was used by researchers and state departments of transportation (DOTs) to develop their databases. Only a few reliability-based resistance factors for foundations have been developed by AASHTO and state DOTs because of a lack of high-quality databases of foundation load tests. Therefore, transportation agencies (e.g., state DOTs) and universities should work together to develop local, regional, and national databases of foundation load tests that cover all common foundation design and construction conditions encountered in the United States. The goal of this paper is to help transportation engineering agencies develop and use consistent and high-quality deep foundation load test databases. Initially, the paper describes the contents and applications of foundation load test databases and then the contents, limitations, and distribution of the DFLTD. Contents and use of other deep foundation load test databases are also described. Finally, recommendations for the development and sharing of high-quality databases of foundation load tests are presented, followed by a roadmap to implement the recommendations. JF - Transportation Research Record AU - Abu-Hejleh, Naser M AU - Abu-Farsakh, Murad AU - Suleiman, Muhannad T AU - Tsai, Ching AD - FHWA Resource Center, Suite 600, 4749 Lincoln Mall Drive, Matteson, IL 60443 Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 27 EP - 36 PB - Transportation Research Board IS - 2511 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Design factors KW - Databases KW - Transportation KW - Foundations KW - Calibration KW - Load tests KW - Geotechnics KW - Recommendations UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1770347043?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+Record&rft.atitle=Development+and+Use+of+High-Quality+Databases+of+Deep+Foundation+Load+Tests&rft.au=Abu-Hejleh%2C+Naser+M%3BAbu-Farsakh%2C+Murad%3BSuleiman%2C+Muhannad+T%3BTsai%2C+Ching&rft.aulast=Abu-Hejleh&rft.aufirst=Naser&rft.date=2015-01-01&rft.volume=&rft.issue=2511&rft.spage=27&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2511-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-03-01 N1 - Number of references - 18 N1 - Last updated - 2016-03-04 DO - http://dx.doi.org/10.3141/2511-04 ER - TY - JOUR T1 - Impact of the Financial Recession on the Taxi Market: Perceptions of Travelers and Taxi Drivers AN - 1770346802; PQ0002264100 AB - This paper investigates the impact of the economic recession on the taxi market in Greece. Data are used from two questionnaires, addressed to both taxi drivers and users. The perceptions of drivers and users about the effects of recession, service quality issues, and possible solutions to mitigate the negative impacts are recorded. The statistical tests reveal that significant differences exist between the responses before and during the economic recession regarding taxi use and working conditions of taxi drivers. A binary logit model is developed to analyze the effect of financial recession on taxi use. The model shows that trip purpose and frequency are the main factors that influence the possibility of reducing taxi use. Quantitative results provide useful information to the taxi industry, which can proceed in necessary management actions for mitigating impacts of financial recession. JF - Transportation Research Record AU - Milioti, Christina R AU - Karlaftis, Matthew G AU - Spyropoulou, Dimitra AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5, Iroon Polytechniou, 15773, Zografou Campus, Greece cmilioti@mail.ntua.gr Y1 - 2015///0, PY - 2015 DA - 0, 2015 SP - 67 EP - 75 PB - Transportation Research Board VL - 4 IS - 2536 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Mathematical models KW - Perception KW - Economics KW - Statistical tests KW - Recession KW - Markets KW - Taxicabs UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1770346802?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+Record&rft.atitle=Impact+of+the+Financial+Recession+on+the+Taxi+Market%3A+Perceptions+of+Travelers+and+Taxi+Drivers&rft.au=Milioti%2C+Christina+R%3BKarlaftis%2C+Matthew+G%3BSpyropoulou%2C+Dimitra&rft.aulast=Milioti&rft.aufirst=Christina&rft.date=2015-01-01&rft.volume=4&rft.issue=2536&rft.spage=67&rft.isbn=9780309369107&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2536-09 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-03-01 N1 - Number of references - 37 N1 - Last updated - 2016-03-04 DO - http://dx.doi.org/10.3141/2536-09 ER - TY - JOUR T1 - Design Considerations for Deep Patch Embankment Repair with Geosynthetics AN - 1762102372; PQ0002161835 AB - Deep patch embankment repair with geosynthetics (DPERG) is a cost-effective and sustainable method of mitigating roadway embankment damage associated with shallow slumping of the outside shoulder. DPERG is a shallow embankment repair that consists of subexcavating 3 to 6 ft (1 to 2 m) and backfilling with granular material and layers of geosynthetic reinforcement that are vertically spaced 6 to 24 in. (150 to 600 mm). DPERG is constructed either half width or full width, depending on the extent of roadway distress. Use of the deep patch on federally owned roads in the Pacific Northwest dates back to the 1980s. Recent research has improved understanding of soil-gcosynthetic interaction, and this knowledge has led to improved DPERG performance and a reduction in DPERG costs. This paper summarizes design and construction recommendations gained from this recent research and experiences with hundreds of DPERGs constructed on Western Federal Lands Highway Division projects in the Pacific Northwest. JF - Transportation Research Record AU - Collins, Brian M AD - Western Federal Lands Highway Division, FHWA, 610 East Fifth Street, Vancouver, WA 98661 Brian.Collins@dot.gov PY - 2015 SP - 224 EP - 232 PB - Transportation Research Board VL - 2 IS - 2473 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Northwest KW - Embankments KW - Construction costs KW - Roadways KW - Geosynthetics KW - Highways KW - Sustainability KW - Repair UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1762102372?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+Record&rft.atitle=Design+Considerations+for+Deep+Patch+Embankment+Repair+with+Geosynthetics&rft.au=Collins%2C+Brian+M&rft.aulast=Collins&rft.aufirst=Brian&rft.date=2015-01-01&rft.volume=2&rft.issue=2473&rft.spage=224&rft.isbn=9780309295727&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2473-26 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-02-01 N1 - Last updated - 2016-02-03 DO - http://dx.doi.org/10.3141/2473-26 ER - TY - JOUR T1 - NWT Highway 3 test sections near Yellowknife AN - 1739081793; 2015-117548 JF - Canadian Geotechnical Conference = Conference Canadienne de Geotechnique AU - Stirling, Jan L AU - Seto, Jack T C AU - Arenson, Lukas U AU - Abu Bakar, Muhammad AU - Cote, Jean AU - Allard, Michel Y1 - 2015 PY - 2015 DA - 2015 EP - unpaginated PB - Canadian Geotechnical Conference, Vancouver, BC VL - 68 SN - 0821-3763, 0821-3763 KW - civil engineering KW - soil mechanics KW - permafrost KW - degradation KW - mechanical properties KW - Northwest Territories KW - climate change KW - rock mechanics KW - Canada KW - Yellowknife Northwest Territories KW - climate effects KW - Western Canada KW - frozen ground KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739081793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Conference+%3D+Conference+Canadienne+de+Geotechnique&rft.atitle=NWT+Highway+3+test+sections+near+Yellowknife&rft.au=Stirling%2C+Jan+L%3BSeto%2C+Jack+T+C%3BArenson%2C+Lukas+U%3BAbu+Bakar%2C+Muhammad%3BCote%2C+Jean%3BAllard%2C+Michel&rft.aulast=Stirling&rft.aufirst=Jan&rft.date=2015-01-01&rft.volume=68&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Conference+%3D+Conference+Canadienne+de+Geotechnique&rft.issn=08213763&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 68th Canadian geotechnical conference and 7th Canadian permafrost conference; GEOQuebec 2015 N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 12 N1 - PubXState - BC N1 - Document feature - illus. N1 - Last updated - 2015-12-04 N1 - SubjectsTermNotLitGenreText - Canada; civil engineering; climate change; climate effects; construction; degradation; frozen ground; mechanical properties; Northwest Territories; permafrost; roads; rock mechanics; soil mechanics; Western Canada; Yellowknife Northwest Territories ER - TY - JOUR T1 - Geotechnical soil characterization of intact Quaternary deposits forming the March 22, 2014 SR-530 (Oso) landslide, Snohomish County, Washington AN - 1703692116; 2015-076424 AB - During the late morning of March 22, 2014, a devastating landslide occurred near the town of Oso, Washington. The landslide with an estimated volume of 10.9 million cubic yards (8.3 X10 (super 6) m (super 3) ) of both intact glacially deposited and previously disturbed landslide sediments, reached speeds averaging 40 miles per hour (64 kilometers per hour) and crossed the entire 2/3-mile ( approximately 1100 m) width of the adjacent North Fork Stillaguamish River floodplain in approximately 60 seconds, resulting in the complete destruction of an entire neighborhood (Iverson and others, 2015). More than 40 homes were destroyed as the debris overran the neighborhood, resulting in the deaths of 43 people. Landslides in glacial deposits are common in the Pacific Northwest (for example, Baum and others, 2008), and in fact, the site of the March 22, 2014 SR-530 landslide had experienced significant reactivation several times in past decades, with the most recent event occurring in 2006 (for example, Miller and Sias, 1998). However, these previous landslides were of considerably less volume and mobility (Iverson and others, 2015), and debris had never reached the Steelhead Haven neighborhood. Further, no landslides with the type of mobility that the March 22, 2014 landslide underwent have been recorded in historic times within the North Fork Stillaguamish River valley. However, mapping performed immediately following the landslide indicates that several other slopes in the North Fork Stillaguamish River valley have experienced large-volume landslides exhibiting high mobility in prehistoric times (Haugerud, 2014). The presence of previous high-mobility landslides in the valley, and the now well-documented occurrence of one involving many fatalities, underscores both the hazard and risk for those that live and travel in this and other river valleys in the Pacific Northwest with similar glacial deposits and precipitation patterns. To understand the hazards posed by highly mobile landslides in the Pacific Northwest, the U.S. Geological Survey (USGS), together with its project partners, the University of California, Berkeley Department of Civil and Environmental Engineering (UCB), and the Washington State Department of Transportation (WSDOT), is undertaking a critically needed study to identify the geologic, hydrogeologic, and geotechnical conditions in which these large landslides initiate, as well as the processes responsible for the exceptional mobility of this, and potentially other, landslides in the region. One of the first study activities involves characterizing the stratigraphy and materials from which the landslide deposits are derived, so that the fundamental geotechnical nature of the soils can be understood. This understanding is required to begin identifying possible conditions leading to slope failure and their relation to the landslide's high mobility. In addition, detailed characterization of each stratigraphic unit encountered in initial geotechnical borings is needed to relate stratigraphy between borings for this study and as a part of ongoing investigations by WSDOT and other project partners. This report provides a description of the methods used to obtain and test the intact soil stratigraphy behind the headscarp of the March 22 landslide. Detailed geotechnical index testing results are presented for 24 soil samples representing the stratigraphy at 19 different depths along a 650 ft (198 m) soil profile. The results include (1) the soil's in situ water content and unit weight (where applicable); (2) specific gravity of soil solids; and (3) each sample's grain-size distribution, critical limits for fine-grain water content states (that is, the Atterberg limits), and official Unified Soil Classification System (USCS) designation. In addition, preliminary stratigraphy and geotechnical relations within and between soil units are presented. JF - Open-File Report - U. S. Geological Survey AU - Riemer, Michael F AU - Collins, Brian AU - Badger, Thomas C AU - Toth, Csilla AU - Yu, Yat Chun Y1 - 2015 PY - 2015 DA - 2015 SP - 17 PB - U. S. Geological Survey, Reston, VA SN - 0196-1497, 0196-1497 KW - United States KW - soils KW - soil mechanics KW - Washington KW - Oso landslide 2014 KW - Stillaguamish River valley KW - Quaternary KW - geologic hazards KW - Snohomish County Washington KW - grain size KW - characterization KW - surficial geology KW - landforms KW - Cenozoic KW - landslides KW - size distribution KW - mass movements KW - natural hazards KW - scarps KW - USGS KW - 30:Engineering geology KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1703692116?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=Open-File+Report+-+U.+S.+Geological+Survey&rft.atitle=Geotechnical+soil+characterization+of+intact+Quaternary+deposits+forming+the+March+22%2C+2014+SR-530+%28Oso%29+landslide%2C+Snohomish+County%2C+Washington&rft.au=Riemer%2C+Michael+F%3BCollins%2C+Brian%3BBadger%2C+Thomas+C%3BToth%2C+Csilla%3BYu%2C+Yat+Chun&rft.aulast=Riemer&rft.aufirst=Michael&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Open-File+Report+-+U.+S.+Geological+Survey&rft.issn=01961497&rft_id=info:doi/10.3133%2Fofr20151089 L2 - http://pubs.er.usge.gov/browse/usgs-publi LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 6 N1 - PubXState - VA N1 - Document feature - illus. incl. 1 table, sketch map N1 - SuppNotes - Prepared in cooperation with the University of California, Berkeley and the Washington State Department of Transportation N1 - Last updated - 2015-08-13 N1 - CODEN - XGROAG N1 - SubjectsTermNotLitGenreText - Cenozoic; characterization; geologic hazards; grain size; landforms; landslides; mass movements; natural hazards; Oso landslide 2014; Quaternary; scarps; size distribution; Snohomish County Washington; soil mechanics; soils; Stillaguamish River valley; surficial geology; United States; USGS; Washington DO - http://dx.doi.org/10.3133/ofr20151089 ER - TY - JOUR T1 - Strike-parallel and strike-normal coordinate system around geometrically complicated rupture traces; use by NGA-West2 and further improvements AN - 1676593645; 2015-038080 AB - We present a two-dimensional system of generalized coordinates for use with geometrically complex fault ruptures that are neither straight nor continuous. The coordinates are a generalization of the conventional strike-normal and strike-parallel coordinates of a single straight fault. The presented conventions and formulations are applicable to a single curved trace, as well as multiple traces representing the rupture of branching faults or noncontiguous faults. An early application of our generalized system is in the second round of the Next Generation of Ground-Motion Attenuation Model project for the Western United States (NGA-West2), where they were used in the characterization of the hanging-wall effects. We further improve the NGA-West2 strike-parallel formulation for multiple rupture traces with a more intuitive definition of the nominal strike direction. We also derive an analytical expression for the gradient of the generalized strike-normal coordinate. The direction of this gradient may be used as the strike-normal direction in the study of polarization effects on ground motions. JF - Open-File Report - U. S. Geological Survey AU - Spudich, Paul A AU - Chiou, Brian Y1 - 2015 PY - 2015 DA - 2015 SP - 28 PB - U. S. Geological Survey, Reston, VA SN - 0196-1497, 0196-1497 KW - numerical models KW - hanging wall KW - geometry KW - models KW - strike KW - rupture KW - neotectonics KW - ground motion KW - NGA-West2 KW - tectonics KW - active faults KW - USGS KW - earthquakes KW - faults KW - 19:Seismology KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676593645?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=Open-File+Report+-+U.+S.+Geological+Survey&rft.atitle=Strike-parallel+and+strike-normal+coordinate+system+around+geometrically+complicated+rupture+traces%3B+use+by+NGA-West2+and+further+improvements&rft.au=Spudich%2C+Paul+A%3BChiou%2C+Brian&rft.aulast=Spudich&rft.aufirst=Paul&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Open-File+Report+-+U.+S.+Geological+Survey&rft.issn=01961497&rft_id=info:doi/10.3133%2Fofr20151028 L2 - http://pubs.er.usge.gov/browse/usgs-publi LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 12 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2015-04-30 N1 - CODEN - XGROAG N1 - SubjectsTermNotLitGenreText - active faults; earthquakes; faults; geometry; ground motion; hanging wall; models; neotectonics; NGA-West2; numerical models; rupture; strike; tectonics; USGS DO - http://dx.doi.org/10.3133/ofr20151028 ER - TY - JOUR T1 - Youth Walking and Biking Rates Vary by Environments Around 5 Louisiana Schools AN - 1665157222 AB - The prevalence of obesity in children is high, and many do not meet physical activity recommendations. The Safe Routes to School (SRTS) program encourages school‐aged children to walk and bike to school. We assessed the condition of the walking/biking environment around schools in Louisiana prior to the state's first SRTS program. Assessments were made at the neighborhood level with the Pedestrian Environmental Data Scan (PEDS) instrument, and at the school and individual levels using the National SRTS Center's teacher tallies and parent surveys. PEDS scores were developed to rate conduciveness to walking/bicycling of proposed SRTS routes. Sites' scores were compared with the percentage of students who walk/bike to school. Five schools in Louisiana were evaluated. Overall, more students walked (range: 2.4‐17.4%) than biked (range: 0.3‐4.5%) to school with more students walking home than to school. Predictors of walking/biking to school include distance from school, speed of traffic, school encouragement, and if a student asked permission. Sites with the highest PEDS score had the highest percentage of students who walked/biked to school. There is a role and a need for the SRTS program. The environment and other factors influence biking and walking to school. JF - The Journal of School Health AU - Gustat, Jeanette AU - Richards, Katherine AU - Rice, Janet AU - Andersen, Lori AU - Parker‐Karst, Kathryn AU - Cole, Shalanda AD - Department of Epidemiology. Prevention Research Center, Tulane University School of Public Health and Tropical Medicine, 1440 Canal Street, Suite 2000, New Orleans, LA 70112 ; FHI 360, 359 Blackwell Street, Suite 200, Durham, NC 27701 krichards@fhi360.org; Department of Biostatistics and Bioinformatics. Prevention Research Center, Tulane University School of Public Health and Tropical Medicine, 1440 Canal Street, Room 2023, New Orleans, LA jrice@tulane.edu; Department of Global Community Health and Behavioral Sciences. Tulane University School of Public Health and Tropical Medicine, 1440 Canal Street, Suite 2301, New Orleans, LA 70112 Landerse@tulane.edu; Market Umbrella, 200 Broadway, Suite 107, New Orleans, LA 70118 kate@marketumbrella.org; Louisiana Department of Transportation and Development. Lousiana Safe Routes to School Program, 10 Veterans Blvd., New Orleans, LA 70124 shalanda.cole@la.gov; Department of Epidemiology. Prevention Research Center, Tulane University School of Public Health and Tropical Medicine, 1440 Canal Street, Suite 2000, New Orleans, LA 70112 Y1 - 2015/01// PY - 2015 DA - Jan 2015 SP - 36 EP - 42 CY - Kent PB - Wiley Subscription Services, Inc. VL - 85 IS - 1 SN - 0022-4391 KW - Physical Fitness And Hygiene KW - Bicycles KW - Children KW - Neighbourhoods KW - Obese children KW - Obesity KW - Permission KW - Physical activity KW - Traffic KW - Walking KW - Walking speed KW - Young people UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1665157222?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%3Aassia&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Journal+of+School+Health&rft.atitle=Youth+Walking+and+Biking+Rates+Vary+by+Environments+Around+5+Louisiana+Schools&rft.au=Gustat%2C+Jeanette%3BRichards%2C+Katherine%3BRice%2C+Janet%3BAndersen%2C+Lori%3BParker%E2%80%90Karst%2C+Kathryn%3BCole%2C+Shalanda&rft.aulast=Gustat&rft.aufirst=Jeanette&rft.date=2015-01-01&rft.volume=85&rft.issue=1&rft.spage=36&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+School+Health&rft.issn=00224391&rft_id=info:doi/10.1111%2Fjosh.12220 LA - English DB - Applied Social Sciences Index & Abstracts (ASSIA) N1 - Date revised - 2015-01-09 N1 - Last updated - 2015-12-14 DO - http://dx.doi.org/10.1111/josh.12220 ER - TY - RPRT T1 - CAL BLACK MEMORIAL AIRPORT, HALLS CROSSING, SAN JUAN COUNTY, UTAH (DRAFT SUPPLEMENT TO THE FINAL IMPACT STATEMENT OF MAY 1990). AN - 1739080905; 16349 AB - PURPOSE: In cooperation with BLM and NPS, FAA has prepared this Draft Supplemental EIS to address the Court issues using the newest FAA guidance. This Draft Supplemental EIS addresses: the measurement of actual aircraft noise levels in GCNRA and visitor survey; an updated evaluation of existing and future aircraft noise levels using the FAAs 2007 Guidancefor Park-Related Supplemental Noise Studies; a Section 4(f) evaluation using the updated noise analysis; and an analysis on potential cumulative effects. JF - EPA number: 140355, Draft Supplemental EIS, December 12, 2014 PY - 2014 KW - Air Transportation KW - Aircraft Noise KW - Noise KW - Airports KW - Noise Assessments KW - Noise Standards KW - Recreation KW - Recreation Facilities KW - Recreation Resources KW - Arizona KW - Cal Black Memorial Airport, Utah KW - Glen Canyon National Recreation Area KW - Halls Crossing Airport, Utah KW - Utah KW - Airport and Airway Improvements Act of 1982, as amended, Compliance KW - Department of Transportation Act of 1966, as amended, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739080905?accountid=14244 L2 - http://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=2014-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAL+BLACK+MEMORIAL+AIRPORT%2C+HALLS+CROSSING%2C+SAN+JUAN+COUNTY%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+IMPACT+STATEMENT+OF+MAY+1990%29.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Renton, Washington N1 - Date revised - 2015-12-01 N1 - SuppNotes - Draft. Preparation date: December 12, 2014 N1 - Last updated - 2015-12-04 ER - TY - RPRT T1 - INTERSTATE 43 NORTH-SOUTH FREEWAY, SILVER SPRING DRIVE TO WIS 60, OZAUKEE AND MILWAUKEE COUNTIES, WISCONSIN. AN - 1739080904; 16342 AB - PURPOSE: The proposed I-43 North-South Freeway Corridor Study will provide a safe and efficient transportation corridor to correct freeway deficiencies, improve highway safety, address growing traffic volumes and declining traffic operations, support regional land use and transportation plans, maintain a vital link with the highway network and other transportation modes, and to avoid and minimize impacts to natural, cultural and built environment. This document reviews alternative actions to address these needs including modernization of the facility with or without additional lanes, the addition of an interchange at Highland Road, transportation system management, and travel demand management. The FEIS identifies the selected preferred alternatives. JF - EPA number: 140348, Final EIS, December 12, 2014 PY - 2014 KW - Roads and Railroads KW - Section 4(f) Statements KW - Easements KW - Highways KW - Highway Structures KW - Traffic Analyses KW - Traffic Control KW - Watersheds KW - Floodplains KW - Farmlands KW - Relocations-Property Acquisitions KW - Wisconsin KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1739080904?accountid=14244 L2 - http://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=2014-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+43+NORTH-SOUTH+FREEWAY%2C+SILVER+SPRING+DRIVE+TO+WIS+60%2C+OZAUKEE+AND+MILWAUKEE+COUNTIES%2C+WISCONSIN.&rft.title=INTERSTATE+43+NORTH-SOUTH+FREEWAY%2C+SILVER+SPRING+DRIVE+TO+WIS+60%2C+OZAUKEE+AND+MILWAUKEE+COUNTIES%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 N1 - Date revised - 2015-12-01 N1 - SuppNotes - Final. Preparation date: December 12, 2014 N1 - Last updated - 2015-12-04 ER - TY - RPRT T1 - STATE ROUTE 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. AN - 1739080903; 16341 AB - PURPOSE: The State Route (SR) 126 (Memorial Boulevard), SR 126 hereafter, improvement project is a joint effort between the Tennessee Department of Transportation (TDOT) and the Federal Highway Administration (FHWA). The limits of the 8.4-mile-long project extend from East Center Street, within the city limits of Kingsport, east to Interstate 81 (I-81) in Sullivan County, Tennessee. FHWA approved the Draft Environmental Impact Statement (DEIS) on January 5, 2012. This document is the Final Environmental Impact Statement (FEIS) and summarizes all changes and updates since approval of the DEIS. SR 126 is primarily a two-lane facility (one travel lane in each direction) throughout the study corridor. The Preferred Alternative (Alternative B Modified) proposes four travel lanes from East Center Street to Harbor Chapel Road. From Harbor Chapel Road to I-81, the Preferred Alternative (Alternative B Modified) proposes two travel lanes, one in each direction. There is an additional eastbound travel lane from Harbor Chapel Road to Old Stage Road to accommodate trucks ascending the steep grade of Chestnut Ridge. There will be a continuous, left-turn lane separating the two travel lanes from Old Stage Road to Harr Town Road. For the section of roadway between Yanceys Tavern, which is listed on the National Register of Historic Places (NRHP) and East Lawn Memorial Gardens Cemetery, the Preferred Alternative (Alternative B Modified) proposes to compress (reduce) the right-of-way (ROW) and cross-section width to minimize impacts. This is accomplished by utilizing retaining walls, reducing the lane widths for the two travel lanes and center left turn lane, and including a sidewalk only on one side of the roadway. Improved shoulders will be provided along the entire corridor, and sidewalks will be extended to the majority of the commercial and residential areas. The proposed SR 126 improvement project is located within the Kingsport Metropolitan Transportation Planning Organization (KMTPO) jurisdiction. Improvements along SR 126 are included in the KMTPOs 2035 Long Range Transportation Plan (LRTP), dated June 7, 2012, and the current (20142017) Transportation Improvement Program (TIP) , dated December 19, 2013. JF - EPA number: 140347, Final EIS, December 12, 2014 PY - 2014 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Housing KW - Relocation-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee 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/1739080903?accountid=14244 L2 - http://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=2014-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%2C+TENNESSEE.&rft.title=STATE+ROUTE+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%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 N1 - Date revised - 2015-12-01 N1 - SuppNotes - Final. Preparation date: December 12, 2014 N1 - Last updated - 2015-12-04 ER - TY - RPRT T1 - TH 41 MINNESOTA RIVER CROSSING (A FUTURE US 169/US 212 REGIONAL FREEWAY CONNECTION), SCOTT AND CARVER COUNTY, MINNESOTA. AN - 16393116; 16343 AB - PURPOSE: The project proposes future construction of a new Minnesota River crossing connecting TH 169 and US 212 in the vicinity of the existing TH 41. The project is located within Scott County and Carver County, Minnesota. The project is being developed in a tiered process. Tier I identifies a corridor for preservation. Tier II will evaluate and select a design for construction. JF - EPA number: 140349, Final EIS, December 12, 2014 PY - 2014 KW - Roads and Railroads KW - Bridges KW - Community Facilities KW - Endangered Species (Animals) KW - Environmental Justice KW - Farmlands KW - Fish KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standard Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Recreation Facilities KW - Recreation Resources KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Shellfish KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16393116?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota N1 - Date revised - 2015-12-01 N1 - SuppNotes - Final. Preparation date: December 12, 2014 N1 - Last updated - 2015-12-04 ER - TY - JOUR T1 - Present Situation Investigation and Study on Safety of Bridge Scaffold AN - 1660412269; 21273080 AB - In view of the present situation of frequent accidents of bridge scaffold engineering, the safety of bridge scaffold is summarized. The countermeasures to solve the problems are proposed. On the basis, this paper puts forward some measures. The research results have some guidance significance to the safety of bridge scaffold. JF - Shigong Jishu/Construction Technology AU - Huang, Songwen AU - Xue, Dongyan AD - Construction Engineering Quality Supervision Bureau of Jiangsu Provincial Department of Transportation, Nanjing, Jiangsu 210001, China, lwtg2013@163.com Y1 - 2014/12/10/ PY - 2014 DA - 2014 Dec 10 SP - 55 EP - 57 PB - Zhongguo Jianzhu Gongye Chubanshe, 19 Chegongzhuang Dajie, Beijing 100044 China VL - 43 IS - 23 SN - 1002-8498, 1002-8498 KW - Health & Safety Science Abstracts KW - Accidents KW - Bridges KW - Safety engineering KW - Safety KW - H 0500:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1660412269?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=Shigong+Jishu%2FConstruction+Technology&rft.atitle=Present+Situation+Investigation+and+Study+on+Safety+of+Bridge+Scaffold&rft.au=Huang%2C+Songwen%3BXue%2C+Dongyan&rft.aulast=Huang&rft.aufirst=Songwen&rft.date=2014-12-10&rft.volume=43&rft.issue=23&rft.spage=55&rft.isbn=&rft.btitle=&rft.title=Shigong+Jishu%2FConstruction+Technology&rft.issn=10028498&rft_id=info:doi/10.7672%2Fsgjs2014230055 LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-03-01 N1 - Last updated - 2015-04-02 N1 - SubjectsTermNotLitGenreText - Accidents; Bridges; Safety engineering; Safety DO - http://dx.doi.org/10.7672/sgjs2014230055 ER - TY - RPRT T1 - THE US 181 HARBOR BRIDGE PROJECT, FROM BEACH AVENUE TO MORGAN AVENUE AT THE CROSSTOWN EXPRESSWAY, NUECES COUNTY, TEXAS. AN - 1726710043; 16338 AB - PURPOSE: The Texas Department of Transportation (TxDOT) and the Federal Highway Administration (FHWA), as Joint Lead Agencies, have prepared a Final Environmental Impact Statement (Final EIS) to determine the potential environmental, social, and economic impacts of the proposed U.S. Highway 181 (US 181) Improvements from Beach Avenue to Morgan Avenue at the Crosstown Expressway (alternately known as State Highway 286). The proposed US 181 Harbor Bridge Project would involve the replacement of the Harbor Bridge and the reconstruction of portions of US 181, Interstate Highway 37 (I-37) and the Crosstown Expressway in Corpus Christi, Texas. The project limits extend both north-south along US 181 and the Crosstown Expressway and east-west along I-37 and include: US 181 at Beach Avenue on the north; Crosstown Expressway at Morgan Avenue on the south; I-37 and Up River Road on the west; and I-37 and Shoreline Boulevard on the east. The proposed project is listed in the Corpus Christi Metropolitan Planning Organizations (MPO) Metropolitan Transportation Plan (MTP) 2010-2035, and the 2013-2016 Statewide Transportation Improvement Program (STIP). The need for the proposed project has been identified from underlying transportation deficiencies with the Harbor Bridge and US 181 in the project area, which include maintaining the long-term operation of a US 181 crossing of the Corpus Christi Ship Channel and safety risks caused by design deficiencies. The purpose of the proposed project is to maximize the long-term highway operability of the US 181 crossing of the Corpus Christi Ship Channel and to improve safety for the traveling public, including during hurricane evacuations. Four reasonable build alternatives and the No Build Alternative were evaluated to an equal level of detail in the Draft EIS, and each of the four reasonable build alternatives would involve the following: the acquisition of new right of way; residential and commercial displacements; community impacts, including disproportionately high and adverse impacts to minority and low-income communities; access changes; conversion of existing land use to transportation use; impacts to floodplains, wetlands and other waters of the U.S., public parks and public wildlife refuge lands, historic sites, vegetation and protected species; hazardous materials; and traffic noise impacts. All of the proposed build alternatives would require the removal of the Harbor Bridge Systemthe Harbor Bridge and six other historic highway bridges an adverse effect to resources eligible for the National Register of Historic Places; therefore, the proposed project would require a Section 4(f) approval by FHWA as well as a Section 404 Individual Permit from the U.S. Army Corps of Engineers and a Bridge Permit from the U.S. Coast Guard. The Red Alternative was identified in the Draft EIS as the Preferred Alternative (reclassified for the Final EIS as the Recommended Alternative). The estimated total project cost for the Recommended Alternative is $1,071,422, 202 and federal, state, and local funding would be utilized. Subsequent to the Public Hearing, and pursuant to 23 USC SC139(f)(4)(D), the Joint Lead Agencies developed the Recommended Alternative to a higher level of detail to facilitate the development of mitigation measures and to comply with other federal agency requirements, such as the U.S. Army Corps of Engineers requirements under Section 404 of the Clean Water Act and the U.S. Coast Guard requirements under the General Bridge Act. The Joint Lead Agencies have determined, in accordance with 23 USC SC139(f)(4)(D), that the development of the Recommended Alternative to a higher level of detail will not prevent them from making an impartial decision as to whether to accept another alternative. The final decision on a Selected Alternative would occur when a Record of Decision (ROD) is issued. FHWA will issue a separate ROD document pursuant to Pub. L. 112-141, 126 Stat. 405, Section 1319(b) as it could help to resolve any potential controversy related to the project, and the opportunity to review additional comments submitted after the Final EIS may assist the Joint Lead Agencies in developing additional mitigation commitments that could be included in the ROD. JF - EPA number: 140344, Final EIS, December 5, 2014 PY - 2014 KW - Roads and Railroads KW - Bridges KW - Transportation KW - Hurricanes KW - Highways KW - Air Quality KW - Wetlands KW - Endangered Species (Animals) KW - Wildlife Habitat KW - Land Use KW - Parks KW - Environmental Justice KW - Community Facilities KW - Noise KW - Water Resources KW - Water Quality KW - Threatened Species (Animals) KW - Fish KW - Vegetation KW - Cultural Resources KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1726710043?accountid=14244 L2 - http://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=2014-12-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THE+US+181+HARBOR+BRIDGE+PROJECT%2C+FROM+BEACH+AVENUE+TO+MORGAN+AVENUE+AT+THE+CROSSTOWN+EXPRESSWAY%2C+NUECES+COUNTY%2C+TEXAS.&rft.title=THE+US+181+HARBOR+BRIDGE+PROJECT%2C+FROM+BEACH+AVENUE+TO+MORGAN+AVENUE+AT+THE+CROSSTOWN+EXPRESSWAY%2C+NUECES+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Corpus Christi, Texas N1 - Date revised - 2015-10-01 N1 - SuppNotes - Final. Preparation date: December 5, 2014 N1 - Last updated - 2015-10-26 ER - TY - JOUR T1 - Summary of the March 22, 2014, Oso Landslide, WA AN - 1832589657; 722695-1 JF - AEG News AU - Keaton, Jeffrey AU - Wartman, Joseph AU - Anderson, Scott AU - Benoit, Jean AU - deLachapelle, John AU - Gilbert, Robert AU - Montgomery, David Y1 - 2014/12// PY - 2014 DA - December 2014 SP - 18 EP - 23 PB - Association of Environmental & Engineering Geologists, Lawrence, KS VL - 57 IS - 4 SN - 0899-5788, 0899-5788 KW - United States KW - Stillaguamish River KW - Washington KW - geologic hazards KW - Snohomish County Washington KW - North Folk Stillaguamish River KW - erosion features KW - avalanches KW - Oso Landslide KW - landslides KW - debris KW - mass movements KW - natural hazards KW - fluvial features KW - slope stability KW - 23:Geomorphology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832589657?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=AEG+News&rft.atitle=Summary+of+the+March+22%2C+2014%2C+Oso+Landslide%2C+WA&rft.au=Keaton%2C+Jeffrey%3BWartman%2C+Joseph%3BAnderson%2C+Scott%3BBenoit%2C+Jean%3BdeLachapelle%2C+John%3BGilbert%2C+Robert%3BMontgomery%2C+David&rft.aulast=Keaton&rft.aufirst=Jeffrey&rft.date=2014-12-01&rft.volume=57&rft.issue=4&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=AEG+News&rft.issn=08995788&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - Number of references - 7 N1 - PubXState - KS N1 - Document feature - illus. N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - avalanches; debris; erosion features; fluvial features; geologic hazards; landslides; mass movements; natural hazards; North Folk Stillaguamish River; Oso Landslide; slope stability; Snohomish County Washington; Stillaguamish River; United States; Washington ER - TY - JOUR T1 - The 22 march 2014 Oso landslide, Snohomish County, Washington; findings of the GEER reconnaissance investigation AN - 1761073263; 2016-008730 AB - We report the findings of the NSF-supported Geotechnical Extreme Events Reconnaissance (GEER) investigation of the Oso Landslide. Our findings are principally based on data collected during a four-day team reconnaissance across the entire landslide area, but also draw upon other data sources including lidar surveys, high-resolution imagery, geologic mapping, precipitation data, and seismic records. The Oso Landslide claimed 43 lives, making it the deadliest landslide disaster in U.S. history. The landslide occurred within a thick sequence of glacial sediments that were deposited into the North Fork Stillaguamish River valley during the last glacial advance. Geomorphic evidence suggests that the valley in the vicinity of Oso Landslide has experienced multiple large landslides over at least the past 6,000 years. Intense three-week rainfall that immediately preceded the event very probably played an important role in triggering the landslide; however, many other factors likely contributed to destabilization of the landslide mass. These include: (i) alteration of the local groundwater recharge and hydrogeological regime due to previous landsliding and, possibly, land use practices, (ii) weakening and alteration of the landslide mass due to previous landsliding and other natural geologic processes, and (iii) changes in stress distribution resulting from removal and deposition of material from earlier landsliding. During our field reconnaissance we identified six distinctive landslide zones and several subzones that are characterized by different geomorphic expression resulting from deformation styles, geologic materials, vegetation, and sequence of deposition. Based on the reconnaissance observations and other available data, we hypothesize that the landslide occurred in two major stages. The first stage of movement is interpreted to be a remobilization of the 2006 slide mass and headward extension that included part or all of the forested slope of an ancient landslide. The second stage occurred in response to the unloading and the redirection of stresses within the landslide mass. We additionally approximated the risk for fatalities due to landslides in the region and found that it to be relatively high compared to guidelines for landslides in other developed countries and for large dams in the U.S. JF - American Geophysical Union Fall Meeting AU - Wartman, Joseph AU - Keaton, Jeff R AU - Scott, Anderson AU - Benoit, Jean AU - de la Chapelle, J AU - Gilbert, Robert AU - Montgomery, David R AU - Anonymous Y1 - 2014/12// PY - 2014 DA - December 2014 SP - Abstract NH53C EP - 04 PB - American Geophysical Union, Washington, DC VL - 2014 KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1761073263?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=American+Geophysical+Union+Fall+Meeting&rft.atitle=The+22+march+2014+Oso+landslide%2C+Snohomish+County%2C+Washington%3B+findings+of+the+GEER+reconnaissance+investigation&rft.au=Wartman%2C+Joseph%3BKeaton%2C+Jeff+R%3BScott%2C+Anderson%3BBenoit%2C+Jean%3Bde+la+Chapelle%2C+J%3BGilbert%2C+Robert%3BMontgomery%2C+David+R%3BAnonymous&rft.aulast=Wartman&rft.aufirst=Joseph&rft.date=2014-12-01&rft.volume=2014&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=American+Geophysical+Union+Fall+Meeting&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2014 fall meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. Reference includes data supplied by, and/or abstract, Copyright, American Geophysical Union, Washington, DC, United States N1 - Date revised - 2016-01-01 N1 - PubXState - DC N1 - Last updated - 2016-01-29 N1 - CODEN - #07548 ER - TY - JOUR T1 - Marine gravity measurements for geoid determination and height system unification in the FAMOS project AN - 1734264475; 2015-108833 AB - The main component of the FAMOS (Finalising Surveys for the Baltic Motorways of the Sea) project is to finalise hydrographic surveying in those areas of the Baltic Sea that are of interest for commercial shipping. In the Harmonising vertical datum activity of this project, the main goal is to improve the geoid over the Baltic Sea area, to provide an important basis for future offshore navigation. This is also crucial for the on-going efforts of the the Chart Datum Working Group (CDWG) of the Baltic Sea Hydrographic Commission (BSHC) to introduce the European Vertical Reference System (EVRS) as chart datum in the Baltic Sea. To reach the goal of an improved geoid model, new marine gravity data will be collected in connection with the hydrographic surveying, both to check existing gravity data and to fill in empty areas. The activity also includes computation of the geoid model, possibly using alternative methods in order to find a methodology suitable for the area in question. Another important but difficult part is validation. According to the plan, the validated FAMOS geoid model will be ready by 2020. The main purpose of this presentation is to describe on-going and planned activities in the Harmonising vertical datum activity of the FAMOS project. JF - American Geophysical Union Fall Meeting AU - Agren, Jonas AU - Lidberg, Martin AU - Hell, Benjamin AU - Liebsch, Gunter AU - Foerste, C AU - Makinen, Jaakko AU - Wziontek, Hartmut AU - Poutanen, Markku J AU - Bilker-Koivula, Mirjam AU - Strykowski, G AU - Olsson, Per Anders AU - Anonymous Y1 - 2014/12// PY - 2014 DA - December 2014 SP - Abstract G51B EP - 0358 PB - American Geophysical Union, Washington, DC VL - 2014 KW - 18:Solid-earth geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1734264475?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%3Aeisfulltext&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=&rft.atitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.+%5BPart+27+of+57%5D&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2014 fall meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by, and/or abstract, Copyright, American Geophysical Union, Washington, DC, United States N1 - Date revised - 2015-01-01 N1 - PubXState - DC N1 - Last updated - 2015-11-19 N1 - CODEN - #07548 ER - TY - JOUR T1 - Inter-city travel behaviour adaptation to extreme weather events AN - 1654682808; 21199147 AB - Increased attention has been paid to travel behaviour in circumstances of extreme weather conditions that are expected with climate change, and the analyses usually address intra-city travel. There is lack of assessments on inter-city travel which has less redundancy and is more exposed to extreme weather threats. In addition, much of the research has been carried out in developed countries. This paper provides new perspectives by investigating how people adapt their inter-city travel behaviour to flooding impacts in Bangladesh. With an orthogonal design of three flooding scenarios, questionnaire data were collected in 14 coastal and inland areas. Results of the statistical analyses identify the significant impacts of flooding on people's inter-city travel and reveal significant differences in attitudes and responses to flooding and extreme weather in coastal compared to inland locations. The main factors significantly affecting travel behaviour choice are road disruption, isolation by flood water, and flood frequency. These factors are felt differently in coastal and inland locations. The most common responses are cancelling trips or changing destinations. It is recommended that when making flooding adaptation decisions, it is important to protect road infrastructure and guarantee accessible routes in coastal areas, while offering more flood adaptation education to the inland people. JF - Journal of Transport Geography AU - Lu, Qing-Chang AU - Zhang, Junyi AU - Peng, Zhong-Ren AU - Rahman, A BM Sertajur AD - Department of Transportation and Shipping, School of Naval Architecture, Oceanic & Civil Engineering Shanghai Jiao Tong University, No. 800 Dongchuan Rd., Shanghai, 200240, China, qclu@sjtu.edu.cn Y1 - 2014/12// PY - 2014 DA - December 2014 SP - 148 EP - 153 PB - Elsevier B.V., The Boulevard Kidlington Oxford OX5 1GB United Kingdom VL - 41 SN - 0966-6923, 0966-6923 KW - Sustainability Science Abstracts; Environment Abstracts KW - Travel behaviour adaptation KW - Inter-city travel KW - Flooding KW - Coastal KW - Inland KW - Travel KW - Developed countries KW - ISW, Bangladesh KW - Weather KW - Climate change KW - Infrastructure KW - Adaptability KW - Attitudes KW - Education KW - Coastal zone KW - Geography KW - M3 1010:Issues in Sustainable Development KW - ENA 12:Oceans & Estuaries UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1654682808?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=Journal+of+Transport+Geography&rft.atitle=Inter-city+travel+behaviour+adaptation+to+extreme+weather+events&rft.au=Lu%2C+Qing-Chang%3BZhang%2C+Junyi%3BPeng%2C+Zhong-Ren%3BRahman%2C+A+BM+Sertajur&rft.aulast=Lu&rft.aufirst=Qing-Chang&rft.date=2014-12-01&rft.volume=41&rft.issue=&rft.spage=148&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transport+Geography&rft.issn=09666923&rft_id=info:doi/10.1016%2Fj.jtrangeo.2014.08.016 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Infrastructure; Developed countries; Travel; Weather; Coastal zone; Education; Attitudes; Adaptability; Climate change; Flooding; Geography; ISW, Bangladesh DO - http://dx.doi.org/10.1016/j.jtrangeo.2014.08.016 ER - TY - JOUR T1 - Energy source options for the generation of electrical power in Taiwan AN - 1651440474; 21194319 AB - This study sought to evaluate newly introduced energy policies with regard to economic development and environmental preservation by analyzing carbon dioxide emissions and the costs associated with various electrical power generation schemes. Nonlinear regression was used to measure the efficiency of technology aimed at CO sub(2) emission reduction and the Morris method was employed for sensitivity analysis. Our results indicate that new Taiwanese energy policies represent the lowest possible cost and the lowest possible CO sub(2) emissions per kW h currently possible. However, total CO sub(2) emissions under this plan fail to meet emissions targets established in 2000. This paper outlines a long-term plan for the transformation of the Taiwanese power generation industry from a major contributor of pollution into a largely green entity through the replacement of coal with renewable energy sources. JF - Energy Conversion & Management AU - Chang, Ching-Chih AU - Wang, Chih-Min AD - Department of Transportation and Communication Management Science Institute of Telecommunications and Management and the Research Center for Energy Technology and Strategy, National Cheng Rung University, No. 1 University Road, Tainan, Taiwan Y1 - 2014/12// PY - 2014 DA - Dec 2014 SP - 582 EP - 588 PB - Elsevier B.V., The Boulevard Kidlington Oxford OX5 1GB United Kingdom VL - 88 SN - 0196-8904, 0196-8904 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Electrical generation source KW - CO2 emissions KW - Future options KW - Costs KW - Sensitivity analysis KW - Energy policy KW - Regression KW - Coal KW - Carbon dioxide KW - Power generation KW - Emission analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651440474?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=Energy+Conversion+%26+Management&rft.atitle=Energy+source+options+for+the+generation+of+electrical+power+in+Taiwan&rft.au=Chang%2C+Ching-Chih%3BWang%2C+Chih-Min&rft.aulast=Chang&rft.aufirst=Ching-Chih&rft.date=2014-12-01&rft.volume=88&rft.issue=&rft.spage=582&rft.isbn=&rft.btitle=&rft.title=Energy+Conversion+%26+Management&rft.issn=01968904&rft_id=info:doi/10.1016%2Fj.enconman.2014.08.059 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Last updated - 2015-11-05 DO - http://dx.doi.org/10.1016/j.enconman.2014.08.059 ER - TY - JOUR T1 - A new seismic site coefficient model based on conditions in the South Carolina coastal plain AN - 1641011265; 2015-002550 AB - A new seismic site coefficient model is developed in this article from the results of over 48,000 total stress, 1D equivalent linear and nonlinear ground response simulations assuming conditions at seven locations in the South Carolina Coastal Plain. Site coefficients (F) computed from the simulations are plotted versus average shear-wave velocity in the top 30 m (V (sub S30) ) and grouped by location, spectral acceleration, and spectral period. In all plots, it can be seen that F increases from zero to a zone of peak values as V (sub S30) increases from zero, and then F decreases to a value of 1 as V (sub S30) approaches the reference soft-rock value. Variables found to be most influential on F, in addition to V (sub S30) and spectral acceleration, are stiffness of material in the top 100 m, depth to top of rock, and frequency content of the rock outcrop motion. A mathematical model for median values of F defined by these five variables is proposed. Significant differences exist between the new seismic site coefficient model and the site coefficients commonly assumed in current seismic design codes, particularly where V (sub S30) is <180 m/s and where the top of the rock is at shallow depths. The new model is partially validated using data from the 1989 Loma Prieta earthquake. Because the new model is based on a broad range of soil/rock properties, it should be applicable to other areas with similar conditions and may be applicable in areas with different conditions if the model variables are appropriately calibrated or modified. JF - Bulletin of the Seismological Society of America AU - Aboye, Shimelies A AU - Andrus, Ronald D AU - Ravichandran, Nadarajah AU - Bhuiyan, Ariful H AU - Martin, James R, II AU - Harman, Nicholas E Y1 - 2014/12// PY - 2014 DA - December 2014 SP - 2866 EP - 2883 PB - Seismological Society of America, Berkeley, CA VL - 104 IS - 6 SN - 0037-1106, 0037-1106 KW - United States KW - geologic hazards KW - South Carolina KW - Charleston County South Carolina KW - Aiken County South Carolina KW - elastic waves KW - simulation KW - Aiken South Carolina KW - seismicity KW - building codes KW - seismic risk KW - Charleston South Carolina KW - algorithms KW - Atlantic Coastal Plain KW - soils KW - body waves KW - soil profiles KW - penetration KW - stress KW - Myrtle Beach KW - traveltime KW - natural hazards KW - ground motion KW - risk assessment KW - seismic waves KW - Horry County South Carolina KW - earthquakes KW - S-waves KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1641011265?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=Bulletin+of+the+Seismological+Society+of+America&rft.atitle=A+new+seismic+site+coefficient+model+based+on+conditions+in+the+South+Carolina+coastal+plain&rft.au=Aboye%2C+Shimelies+A%3BAndrus%2C+Ronald+D%3BRavichandran%2C+Nadarajah%3BBhuiyan%2C+Ariful+H%3BMartin%2C+James+R%2C+II%3BHarman%2C+Nicholas+E&rft.aulast=Aboye&rft.aufirst=Shimelies&rft.date=2014-12-01&rft.volume=104&rft.issue=6&rft.spage=2866&rft.isbn=&rft.btitle=&rft.title=Bulletin+of+the+Seismological+Society+of+America&rft.issn=00371106&rft_id=info:doi/10.1785%2F0120140005 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Abstract, Copyright, Seismological Society of America | Reference includes data from GeoScienceWorld, Alexandria, VA, United States N1 - Date revised - 2015-01-01 N1 - Number of references - 64 N1 - PubXState - CA N1 - Document feature - illus. incl. 3 tables, geol. sketch map N1 - Last updated - 2014-12-31 N1 - CODEN - BSSAAP N1 - SubjectsTermNotLitGenreText - Aiken County South Carolina; Aiken South Carolina; algorithms; Atlantic Coastal Plain; body waves; building codes; Charleston County South Carolina; Charleston South Carolina; earthquakes; elastic waves; geologic hazards; ground motion; Horry County South Carolina; Myrtle Beach; natural hazards; penetration; risk assessment; S-waves; seismic risk; seismic waves; seismicity; simulation; soil profiles; soils; South Carolina; stress; traveltime; United States DO - http://dx.doi.org/10.1785/0120140005 ER - TY - RPRT T1 - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA. AN - 1722904699; 16328 AB - PURPOSE: This Final EIS has been prepared in accordance with the National Environmental Policy Act. Extensive time has been spent identifying and incorporating mitigations to address public, agency, and tribal comments on the Draft EIS. Mitigations include improved communication, issuance of NOTAMs to announce MOA activation and deactivation, MOA boundary adjustments, identification of specified avoidance areas, capping military training at or below Flight Level (FL) 260, relocating training aircraft from a MOA to allow Instrument Flight Rules (IFR) arrival and departure to airports, and relocating training aircraft to allow for life flight, firefighting, or other emergencies. Training aircraft would have recall capabilities prior to the activation of any PR-1A, 1B, 1C, 1D, or PR-3 Low MOA for Modified Alternative A or C or prior to the activation of any PR-3 or PR - 4 Low MOA for Modified Alternative B. Any given location under an activated low MOA could experience an estimated annual average of 6 to 9 low-altitude overflights at or below 2,000 feet AGL, but not below 500 feet AGL. The low-altitude overflights would result in noise, startle effects, and an uncertainty of when such overflights could occur. Restrictions on supersonic flight to not more than 10 days per year when approximately 20 aircraft would participate in a Large Force Exercise (LFE) would reduce the potential for sonic booms to an estimated average of one per LFE day experienced at any given location under or near the airspace. If all the published airspaces were activated on a weekday and a pilot chose not to depart or arrive IFR and/or chose not to fly see-and-avoid in an active MOA, up to an estimated 91, 107, or 80 civil flights under Modified Alternative A, B, or C, respectively, could be impacted by rescheduling or by ground hold from a few minutes up to 4 hours. The Air Force would make information available, continue to work with ranchers and others to establish temporary avoidance areas, and train at low altitudes early in a mission to address socioeconomic concerns, such as those of hunters and other recreationalists. Avoidance areas, MOA altitude limitations, and continuing Government-to-Government consultations address tribal member concerns about low overflight. The Standing Rock, Cheyenne River, and Northern Cheyenne Reservations would not be overflown below 12,000 feet MSL with Modified Alternative A or C. With Modified Alternative A or C, residents on portions of the Crow Reservation would experience an average of 6 to 9 low-altitude overflights per year. Under Modified Alternative B, residents on portions of the Standing Rock and Cheyenne River Reservation would experience comparable low -altitude overflights. Avoidance areas and schedules address some of these potential impacts and avoid disproportionate health impacts. This Final EIS addresses environmental consequences for airspace/air traffic, noise, safety, air quality, physical and biological sciences, cultural resources, land use, socioeconomics, and environmental justice, and also discusses cumulative actions. The Air Force-referred alternative, Modified Alternative A, would meet the purpose and need and allow aircrews to train in a realistic combat environment to increase aircrew combat capability and survivability. JF - EPA number: 140334, Final EIS, November 28, 2014 PY - 2014 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources KW - Environmental Justice KW - Grazing KW - Indian Reservations KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Mining KW - Munitions KW - Noise Assessments KW - Recreation KW - Safety KW - Sonic Booms KW - Weapon Systems KW - Ellsworth Air Force Base KW - Minot Air Force Base KW - South Dakota UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1722904699?accountid=14244 L2 - http://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=2014-11-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=POWDER+RIVER+TRAINING+COMPLEX%2C+ELLSWORTH+AIR+FORCE+BASE%2C+SOUTH+DAKOTA.&rft.title=POWDER+RIVER+TRAINING+COMPLEX%2C+ELLSWORTH+AIR+FORCE+BASE%2C+SOUTH+DAKOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Combat Command, Lackland Air Force Base, Texas N1 - Date revised - 2015-10-01 N1 - SuppNotes - Final. Preparation date: November 28, 2014 N1 - Last updated - 2015-10-19 ER - TY - RPRT T1 - CROSS HARBOR FREIGHT MOVEMENT PROJECT IN KINGS, QUEENS, RICHMOND COUNTIES, NEW YORK AND HUDSON, UNION, MIDDLESEX, ESSEX COUNTIES, NEW JERSEY. AN - 1715908282; 16325 AB - PURPOSE: The New York City Economic Development Corporation (NYCEDC), in cooperation with the Federal Highway Administration (FHWA) and Federal Railroad Administration (FRA), have completed a Draft Environmental Impact Statement (DEIS) for the Cross Harbor Freight Movement Project. Evaluated as part of the project are alternatives proposed to improve the movement of goods throughout northern New Jersey and southern New York. NYCEDC is the study sponsor, and FHWA and FRA serve as joint lead agencies for the preparation of the DEIS under the regulations of the National Environmental Policy Act (NEPA). The alternatives considered in the DEIS include a No Action Alternative, a Transportation Systems Management (TSM) Alternative, which would include the more efficient management of the current transportation infrastructure; the Expanded Float Operations Alternative, which would include enhanced and expanded capacity for the railcar float system across New York Harbor between Greenville Yard in Jersey City, New Jersey, and 65th Street Yard in Brooklyn, New York; and the Rail Freight Tunnel Alternative (Tunnel Alternative), which would include construction of a rail freight tunnel under New York Harbor. For the Tunnel Alternative, two tunnel routes were evaluated: (1) between the Staten Island Railroad in Staten Island., NY, and South Brooklyn, NY, (the "Staten Island alignment") and (2) between Greenville Yard in Jersey City, NJ, and South Brooklyn, NY (the "New Jersey alignment"). In addition, two implementation scenarios are evaluated for each route: a single tunnel system ("Single Tunnel System") and a double tunnel system ("Double Tunnel System"). The Tunnel Alternative would also include improvements to rail infrastructure such as increasing clearances along the Bay Ridge Branch and Montauk Branch of the Long Island Rail Road and/or the Staten Island Railroad and the expansion of an existing rail yard in West Maspeth, Queens. The New Jersey Alignment of the Tunnel Alternative has been identified in the DEIS as the Preferred Alternative. Considered in the analyses and impact assessments in the DEIS are the benefits of an improved freight transportation system in the region and the potential effects on railway and highway systems, land use, visual character, natural resources, water quality, air quality, noise and vibration, energy, contaminated materials, cultural resources, and environmental justice. Conceptual mitigation measures to reduce anticipated localized impacts are discussed in the document. Also considered in the DEIS is the financial feasibility and cost-effectiveness of each alternative. JF - EPA number: 140331, Draft EIS, November 21, 2014 PY - 2014 KW - Roads and Railroads KW - Transportation KW - Railroads KW - Highways KW - Tunnels (Railroads) KW - Land use KW - Noise KW - Employment KW - Visual Resources Surveys KW - Visual Resources KW - Bridges KW - Historic sites KW - Archaeological Sites KW - Air Quality KW - Energy consumption KW - Water quality KW - Water resources KW - Wetlands KW - New York KW - New Jersey KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - National Historic Preservation Act of 1966, Historic sites KW - Clean Air Act Amendments of 1990, Emission Standards KW - Coastal Zone Management Act of 1972, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1715908282?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, New York City New York N1 - Date revised - 2015-09-01 N1 - SuppNotes - Draft. Preparation date: November 21, 2014 N1 - Last updated - 2015-09-24 ER - TY - RPRT T1 - I-94 EAST-WEST CORRIDOR, 70TH STREET TO 16TH STREET, MILWAUKEE COUNTY, WISCONSIN. AN - 1701285724; 16320 AB - PURPOSE: The I-94 East-West Corridor study area includes I-94 from 70th Street to 16th Street, a distance of about 3.5 miles. This corridor has safety issues and design and operational deficiencies, including closely spaced interchanges, a combination of left-hand and right-hand exit and entrance ramps, and deteriorated pavements. As traffic increases, safety and traffic operations on this corridor will continue to deteriorate. By 2040, increased traffic volumes will cause I-94 to operate at level of service D to F during peak periods. JF - EPA number: 140326, Draft EIS, November 14, 2014 PY - 2014 KW - Roads and Railroads KW - Highways KW - Bridges KW - Highway Structures KW - Transportation KW - Land use KW - Wildlife Habitat KW - Safety KW - Housing KW - Industrial Districts KW - Commercial Zones KW - Socioeconomic Assessments KW - Environmental Justice KW - Visual Resources KW - Water Quality KW - Wetlands KW - Endangered Species (Plants) KW - Endangered Species (Animals) KW - Threatened Species (Animals) KW - Noise KW - Air Quality KW - Cemeteries KW - Historic Sites KW - Wisconsin KW - National Historic Preservation Act of 1966, Historic Sites KW - Civil Rights Act of 1964, Compliance KW - Executive Order 12898, Compliance KW - Clean Air Act Amendments of 1990, Emission Standards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701285724?accountid=14244 L2 - http://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=2014-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-94+EAST-WEST+CORRIDOR%2C+70TH+STREET+TO+16TH+STREET%2C+MILWAUKEE+COUNTY%2C+WISCONSIN.&rft.title=I-94+EAST-WEST+CORRIDOR%2C+70TH+STREET+TO+16TH+STREET%2C+MILWAUKEE+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, WI N1 - Date revised - 2015-08-01 N1 - SuppNotes - Draft. Preparation date: November 14, 2014 N1 - Last updated - 2015-08-05 ER - TY - RPRT T1 - COAST CORRIDOR IMPROVEMENTS FROM SALINAS, CALIFORNIA TO SAN LUIS OBISPO, CALIFORNIA. AN - 1701285723; 16319 AB - PURPOSE: The project purpose is to increase the frequency, speed, and reliability of passenger rail while fostering greater passenger connectivity to the proposed California High-Speed Rail System and enhancing safety with minimal disruption to existing and proposed freight rail operations. Implementation of the Build Alternative would help to create an interconnected, multimodal solution allowing for better mobility throughout the Coast Corridor region, providing added capacity in response to increased travel demand between Los Angeles and San Francisco. The Coast Corridor region is faced with transportation challenges associated with anticipated population growth, constrained travel options, aging rail infrastructure, safety issues, and a need for increased travel capacity without impacting air quality and natural resources. These challenges are likely to continue in the future as continued growth in population, employment, and tourism activity is expected to generate increased travel demand. JF - EPA number: 140325, Draft EIS, November 14, 2014 PY - 2014 KW - Roads and Railroads KW - Railroads KW - Transportation KW - Air Quality KW - Noise KW - Land Use KW - Environmental Justice KW - Energy Consumption KW - Visual Resources KW - Forests KW - Farmlands KW - Hazardous Wates KW - Cultural Resources KW - Archaeological Sites KW - Paleontological Sites KW - Hydrology KW - California KW - Clean Air Act Amendments of 1990, Emission Standards KW - Noise Pollution and Abatement Act of 1972, Compliance KW - Executive Order 12185, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance KW - Farmland Protection Policy Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701285723?accountid=14244 L2 - http://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=2014-11-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COAST+CORRIDOR+IMPROVEMENTS+FROM+SALINAS%2C+CALIFORNIA+TO+SAN+LUIS+OBISPO%2C+CALIFORNIA.&rft.title=COAST+CORRIDOR+IMPROVEMENTS+FROM+SALINAS%2C+CALIFORNIA+TO+SAN+LUIS+OBISPO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington DC N1 - Date revised - 2015-08-01 N1 - SuppNotes - Draft. Preparation date: November 14, 2014 N1 - Last updated - 2015-08-05 ER - TY - JOUR T1 - The relative efficiency and financial risk assessment of shipping companies AN - 1680143702; 2011-794081 AB - Since shipping companies are highly competitive, we ask whether financial risk assessment tools impact company performance and, therefore competitiveness and efficiency. Stochastic Frontier Analysis (SFA) is used in the evaluation. Based on distinct features of the risk-return relationship, three cargo segments in the shipping industry are studied-dry bulk, liquid bulk, and containerized cargo. The influence of the risk assessment indicators on market and operational efficiency is subsequently determined using a panel regression to determine whether different asset allocation and risk management techniques improve the performance of shipping companies. In this analysis, 79 international shipping companies listed in Bloomberg Shipping Indices are included in the data collected from Thomson One for the period of 2001-2010. Efficiency estimation from the SFA shows that containerized cargo firms have better performance in both market and operating efficiencies. Operating efficiency performance is achieved by lowering liquidity. Market efficiency is improved by well-managed leverage level. Adapted from the source document. JF - Maritime Policy & Management AU - Wang, Grace W.Y. AU - Woo, Su-Han AU - Mileski, Joan AD - Department of Maritime Administration, Texas A&M University at Galveston, Galveston, USA Y1 - 2014/11/10/ PY - 2014 DA - 2014 Nov 10 SP - 651 EP - 666 PB - Routledge/Taylor & Francis, London UK VL - 41 IS - 7 SN - 0308-8839, 0308-8839 KW - Transportation and transportation policy - Maritime and inland water transport KW - Business and service sector - Personnel management KW - Manufacturing and heavy industry - Industrial management, production, and productivity KW - Business and service sector - Markets, marketing, and merchandising KW - Social conditions and policy - Public safety and security KW - Business and service sector - Accounting KW - Economic conditions and policy - Property and wealth KW - Business and service sector - Business management KW - Manufacturing and heavy industry - Industry and industrial policy KW - Risk management KW - Risk KW - Assets KW - Shipping KW - Performance KW - Markets KW - Industry KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1680143702?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=Maritime+Policy+%26+Management&rft.atitle=The+relative+efficiency+and+financial+risk+assessment+of+shipping+companies&rft.au=Wang%2C+Grace+W.Y.%3BWoo%2C+Su-Han%3BMileski%2C+Joan&rft.aulast=Wang&rft.aufirst=Grace&rft.date=2014-11-10&rft.volume=41&rft.issue=7&rft.spage=651&rft.isbn=&rft.btitle=&rft.title=Maritime+Policy+%26+Management&rft.issn=03088839&rft_id=info:doi/10.1080%2F03088839.2013.873546 LA - English DB - PAIS Index N1 - Date revised - 2015-05-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Shipping; Performance; Markets; Risk; Assets; Risk management; Industry DO - http://dx.doi.org/10.1080/03088839.2013.873546 ER - TY - RPRT T1 - MID-COAST CORRIDOR TRANSIT PROJECT, SAN DIEGO, CALIFORNIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2001). AN - 1700329684; 16314 AB - PURPOSE: The Federal Transit Administration and the San Diego Association of Governments (SANDAG) have completed Preliminary Engineering and Preparation of a Final Supplemental Environmental Impact Statement (SEIS) for the Mid-Coast Corridor Transit Project in San Diego, San Diego County, California. The Proposed Action would extend the Trolley Blue Line from the Santa Fe Depot in Downtown San Diego to the University Towne Centre (UTC) Transit Center in University City, providing continuous service from the San Ysidro Transit Center at the U.S.-Mexico international border to University City. The Record Decision (ROD) issued by the FTA for the Mid-Coast Corridor Transit Project is combined with this Final SEIS. This combined Final SEIS and ROD addresses public and agency comments received on both the Draft SEIS and the focused Supplemental Environmental Impact Statement prepared for the impact to the federally endangered San Diego fairy shrimp (Branchinecta sandiegonensis) not evaluated in the Draft SEIS. It also describes the impacts and benefits of the alternatives under consideration within the Mid-Coast Corridor, as well as measures for avoiding mitigating any adverse or significant impacts. The alternatives considered include a No-Build Alternative and a Refined Build Alternative. The Refined Build Alternative is the Mid-Coast Corridor Transit Project, or project, approved by the SANDAG Board of Directors for evaluation in this Final SEIS. The Refined Build Alternative would extend the existing Trolley Blue Line from the Santa Fe Depot north to the Old Town Transit Center via the existing Trolley tracks, and then north along new tracks for 10.9 miles to the UTC Transit Center. Nine new stations would be built at Tecolote Road, Clairemont Drive, Balboa Avenue, Nobel Drive, Veterans Administration Medical Center, University of California, San Diego (UCSD) West Campus, UCSD East Campus, Executive Drive, and the UTC Transit Center. The Refined Build Alternative would result in adverse impacts related to air quality exceedances of nitrogen oxides and carbon dioxide, noise, and localized impacts on roadway and pedestrian traffic, transit, and parking supply. Overall, however, the project would have a beneficial effect on various elements of the built and natural environments, including improvements to mobility and accessibility, air quality, and energy. The Refined Build Alternative also supports established land-use plans and policies. JF - EPA number: 140320, Final Supplement EIS, November 7, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Standards Violation KW - Archaeological Sites KW - Bridges KW - Environmental Justice KW - Endangered Species (Animals) KW - Noise KW - Paleontological Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Shellfish KW - California 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/1700329684?accountid=14244 L2 - http://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=2014-11-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-COAST+CORRIDOR+TRANSIT+PROJECT%2C+SAN+DIEGO%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2001%29.&rft.title=MID-COAST+CORRIDOR+TRANSIT+PROJECT%2C+SAN+DIEGO%2C+CALIFORNIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California N1 - Date revised - 2015-07-01 N1 - SuppNotes - Final. Preparation date: November 7, 2014 N1 - Last updated - 2015-07-31 ER - TY - JOUR T1 - Using naturalistic driving data to explore the association between traffic safety-related events and crash risk at driver level AN - 1676359991; PQ0001393244 AB - There has been considerable research conducted over the last 40 years using traffic safety-related events to support road safety analyses. Dating back to traffic conflict studies from the 1960s these observational studies of driver behavior have been criticized due to: poor quality data; lack of available and useful exposure measures linked to the observations; the incomparability of self-reported safety-related events; and, the difficulty in assessing culpability for safety-related events. This study seeks to explore the relationships between driver characteristics and traffic safety-related events, and between traffic safety-related events and crash involvement while mitigating some of those limitations. The Virginia Tech Transportation Institute 100-Car Naturalistic Driving Study dataset, in which the participants' vehicles were instrumented with various cameras and sensors during the study period, was used for this study. The study data set includes 90 drivers observed for 12-13 months driving. This study focuses on single vehicle run-off-road safety-related events only, including 14 crashes and 182 safety-related events (30 near crashes, and 152 crash-relevant incidents). Among the findings are: (1) drivers under age 25 are significantly more likely to be involved in safety-related events and crashes; and (2) significantly positive correlations exist between crashes, near crashes, and crash-relevant incidents. Although there is still much to learn about the factors affecting the positive correlation between safety-related events and crashes, a Bayesian multivariate Poisson log-normal model is shown to be useful to quantify the associations between safety-related events and crash risk while controlling for driver characteristics. JF - Accident Analysis & Prevention AU - Wu, Kun-Feng AU - Aguero-Valverde, Jonathan AU - Jovanis, Paul P AD - Department of Transportation and Logistics Management, National Chiao Tung University, Taiwan Y1 - 2014/11// PY - 2014 DA - Nov 2014 SP - 210 EP - 218 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 72 SN - 0001-4575, 0001-4575 KW - Risk Abstracts; Health & Safety Science Abstracts KW - Naturalistic driving data KW - Surrogate events KW - Safety-related events KW - Multivariate Poisson log-normal models KW - Risk assessment KW - Mitigation KW - Age KW - Sensors KW - USA, Virginia KW - Traffic KW - Prevention KW - Accidents KW - Driving ability KW - Transportation KW - Risk factors KW - Traffic safety KW - Conflicts KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676359991?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=Using+naturalistic+driving+data+to+explore+the+association+between+traffic+safety-related+events+and+crash+risk+at+driver+level&rft.au=Wu%2C+Kun-Feng%3BAguero-Valverde%2C+Jonathan%3BJovanis%2C+Paul+P&rft.aulast=Wu&rft.aufirst=Kun-Feng&rft.date=2014-11-01&rft.volume=72&rft.issue=&rft.spage=210&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2014.07.005 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Last updated - 2015-05-27 N1 - SubjectsTermNotLitGenreText - Risk assessment; Age; Accidents; Prevention; Mitigation; Transportation; Driving ability; Sensors; Risk factors; Traffic safety; Conflicts; Traffic; USA, Virginia DO - http://dx.doi.org/10.1016/j.aap.2014.07.005 ER - TY - JOUR T1 - Frotan Response Times to Red Lights in a Mildly Hypoxic Environment AN - 1635024876; 21023808 AB - Purpose: This study was conducted to determine whether protans have slower reaction times to red lights than individuals with normal color vision and to identify whether protan reaction times increase differentially in a mildly hypoxic environment. Methods: Simple reaction times (SRT) to a red light-emitting diode (LED) display were measured using the Psychomotor Vigilance Task (PVT) at ground (1293 ft/394 m), simulated 12,400-ft (3780-m) altitude, and 20 min after returning to ground. Subjects were 13 individuals with normal color vision (NCV), 12 with a deutan color vision defect, and 4 with a protan color vision defect. Results: The mean reaction times increased by 8% with altitude and decreased after returning to ground for all groups. However, the reaction times of the protans were often faster than the NCV mean and never below the NCV 10 super(th) percentile. The only significant difference between color vision groups was the slowest mean reaction time of the NCV group was slower than both the pooled dichromats and pooled anomalous trichromats across all conditions by 23%. The number of lapses did not vary with altitude, but the dichromatic subjects had significantly fewer lapses than the trichromatic subjects across all conditions. Conclusion: Although protans may be slower to respond to some red warning lights, this decrement in performance could not be demonstrated under the conditions of our experiment. Furthermore, the protan group's simple reaction times were not differentially affected by mild hypoxia. These results suggest that the red LEDs were sufficiently bright for these protan observers. JF - Aviation, Space, and Environmental Medicine AU - Hovis, Jeffery K AU - Milburn, Nelda J AU - NESTHUS, THOMAS E AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Oklahoma City, OK; School of Optometry and Vision Science, University of Waterloo, Waterloo, ON N2L 3G1, Canada, jhovis@uwaterloo.ca Y1 - 2014/11// PY - 2014 DA - Nov 2014 SP - 1078 EP - 1085 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 85 IS - 11 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - reaction times KW - red lights KW - hypoxia KW - color vision defects KW - supra-threshold colored signals KW - Altitude KW - Vision KW - Hypoxia KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1635024876?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Frotan+Response+Times+to+Red+Lights+in+a+Mildly+Hypoxic+Environment&rft.au=Hovis%2C+Jeffery+K%3BMilburn%2C+Nelda+J%3BNESTHUS%2C+THOMAS+E&rft.aulast=Hovis&rft.aufirst=Jeffery&rft.date=2014-11-01&rft.volume=85&rft.issue=11&rft.spage=1078&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.4060.2014 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-12-01 N1 - Number of references - 20 N1 - Last updated - 2015-04-02 N1 - SubjectsTermNotLitGenreText - Altitude; Vision; Hypoxia DO - http://dx.doi.org/10.3357/ASEM.4060.2014 ER - TY - JOUR T1 - The impact of weather conditions on bikeshare trips in Washington, DC AN - 1627700876; 4620433 AB - Bicycle usage can be affected by colder weather, precipitation, and excessive heat. The research presented here analyzes the effect of weather on the use of the Washington, DC, bikeshare system, exploiting a dataset of all trips made on the system. Hourly weather data, including temperature, rainfall, snow, wind, fog, and humidity levels are linked to hourly usage data. Statistical models linking both number of users and duration of use are estimated. Further, we evaluate trips from bikeshare stations within one quarter mile of Metro (subway) stations at times when Metro is operating. This allows us to determine whether Metro serves as a back-up option when weather conditions are unfavorable for bicycling. Results show that cold temperatures, rain, and high humidity levels reduce both the likelihood of using bikeshare and the duration of trips. Trips taken from bikeshare stations proximate to Metro stations are affected more by rain than trips not proximate to Metro stations and less likely when it is dark. This information is useful for understanding bicycling behavior and also for those planning bikeshare systems in other cities. Reprinted by permission of Springer JF - Transportation AU - Gebhart, Kyle AU - Noland, Robert B AD - New York City Department of Transportation ; Rutgers, The State University of New Jersey, New Brunswick Y1 - 2014/11// PY - 2014 DA - Nov 2014 SP - 1205 EP - 1225 VL - 41 IS - 6 SN - 0049-4488, 0049-4488 KW - Economics KW - Information KW - Cities KW - Probability KW - Weather KW - Washington KW - Bicycles KW - Multivariate analysis KW - Precipitation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1627700876?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=Transportation&rft.atitle=The+impact+of+weather+conditions+on+bikeshare+trips+in+Washington%2C+DC&rft.au=Gebhart%2C+Kyle%3BNoland%2C+Robert+B&rft.aulast=Gebhart&rft.aufirst=Kyle&rft.date=2014-11-01&rft.volume=41&rft.issue=6&rft.spage=1205&rft.isbn=&rft.btitle=&rft.title=Transportation&rft.issn=00494488&rft_id=info:doi/10.1007%2Fs11116-014-9540-7 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2014-11-24 N1 - Last updated - 2014-11-25 N1 - SubjectsTermNotLitGenreText - 13505 2381 8560 9511 4309; 8379 12224 971; 1578 7848 12937; 10006 13505 2381 8560 9511 4309; 10214 12224 971; 6515; 2274 13161 1247; 455 433 293 14 DO - http://dx.doi.org/10.1007/s11116-014-9540-7 ER - TY - RPRT T1 - 1800 NORTH (SR-37) 2000 WEST TO I-15 TRANSPORTATION IMPROVEMENTS, DAVIS COUNTY, UTAH. AN - 1694700835; 16299 AB - PURPOSE: The Federal Highway Administration (FHWA) and the Utah Department of Transportation (UDOT) are conducting this Environmental Impact Statement (EIS) to assist federal, state, and local decision makers in objectively evaluating proposed courses of action that would satisfy transportation operational and safety goals along the 1800 North corridor. In accordance with the National Environmental Policy Act (NEPA), this EIS will identify the Preferred Alternative that meets the needs of the project while minimizing impacts to the human and natural environment. FHWA and UDOT will identify a Preferred Alternative based upon a balanced consideration of the need for safe and efficient transportation; the social, economic, and environmental impacts of the proposed improvements; and federal, state, and local environmental protection goals. FHWA and UDOT propose transportation improvements on 1800 North (SR-37) between 2000 West and Interstate 15 (I-15). The study area is located in Davis and Weber counties, within the cities of Clinton, Sunset, Roy, and Clearfield. The purpose of the project is to implement transportation improvements on the 1800 North study corridor that would address current operational and safety conditions and future 2040 traffic needs by: reducing congestion on the 1800 North study corridor; improving mobility and access to I-15 for the 1800 North study corridor; improving safety and operational characteristics on the 1800 North study corridor. The project purpose would address the following project needs: current and future congestion on the 1800 North study corridor. The 1800 North study corridor currently operates at level-of-service (LOS) E and will operate at LOS F in 2040 with projected growth in population, employment, and development; inadequate access to and from I-15 for traffic on the 1800 North study corridor because of operational failure at the 5600 South and 650 North Main Street/1900 West intersections and I-15 interchanges. These intersections and interchanges will operate at LOS F in 2040 with projected growth in population, employment, and development, insufficient east-west arterials with adequate access to I-15 within the study area; current at-grade rail crossing on 1800 North exceeds FHWA Grade Separation Criteria for freight and passenger train crossing safety and thus warrants improvements. JF - EPA number: 140305, Draft EIS, Appendices, October 24, 2014 PY - 2014 KW - Roads and Railroads KW - Environmental Justice KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Section 4(f) Statements KW - Water Resources KW - Archaeological Sites KW - Visual Resources KW - Hazardous wastes KW - Transportation KW - Noise KW - Roads KW - Farms KW - Demography KW - Employment KW - Air Quality KW - Wetlands KW - Floodplains KW - Historic Sites KW - Utah KW - Farmland Protection Policy Act of 1981, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Executive Order 12898, Compliance KW - Clean Air Act Amendments of 1990, Emission Standards KW - Federal Water Pollution Control Act, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1694700835?accountid=14244 L2 - http://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=2014-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=1800+NORTH+%28SR-37%29+2000+WEST+TO+I-15+TRANSPORTATION+IMPROVEMENTS%2C+DAVIS+COUNTY%2C+UTAH.&rft.title=1800+NORTH+%28SR-37%29+2000+WEST+TO+I-15+TRANSPORTATION+IMPROVEMENTS%2C+DAVIS+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ogden, Utah N1 - Date revised - 2015-07-01 N1 - SuppNotes - Draft. Preparation date: October 24, 2014 N1 - Last updated - 2015-07-08 ER - TY - RPRT T1 - INTERSTATE 87 (I-87) EXIT 4 ACCESS IMPROVEMENTS, TOWN OF COLONIE, ALBANY COUNTY, NEW YORK. AN - 1694700834; 16301 AB - PURPOSE: The primary needs for the Project are to improve traffic and safety operations in the I-87 Exit 4 area (demonstrated through the poor levels of service at intersections with crash rates which exceed the statewide average crash rate for similar transportation facilities in the Exit 4 area); improve access between I-87, the Airport, and Wolf Road (demonstrated through the existing inefficient traffic movements required to navigate through the Exit 4 area); address bridge structural deficiencies on the I-87 bridges over Albany-Shaker Road (exhibited by the low sufficiency ratings of the bridges indicating that the bridges are in need of repair); and remove discontinuities in the pedestrian/bicycle network (shown by gaps in the existing networks along Wolf Road and Albany-Shaker Road). The purpose of the proposed project is to improve access between I-87 and the Albany International Airport and between I-87 and Wolf Road; improve safety and traffic operations at Exit 4; address bridge structural deficiencies on the I-87 bridges over Albany-Shaker Road; and to improve system connectivity between the existing pedestrian/bicycle facilities on Wolf Road and the facilities constructed as part of the Albany/Watervliet-Shaker Road project. The following Primary Project Objectives were developed to recognize the overall goal of improving mobility and economic development for the Capital District: improve access between I-87 and the Albany International Airport without precluding future, long-term I-87 mainline improvements, and without impacting I-87 mainline operations between Exit 2 and Exit 5; improve access between I-87 and Wolf Road without precluding future, long-term I-87 mainline improvements, and without impacting I-87 mainline operations between Exit 2 and Exit 5; Improve intersection operating conditions in the existing Exit 4 area and address safety concerns in the areas that exceed the statewide average accident crash rate for similar transportation facilities; eliminate the structural deficiencies associated with the I-87 northbound and southbound bridges over Albany-Shaker Road by providing bridges with a 50-year minimum service life. In addition to the Primary Project Objectives, the following Secondary Objective was considered during the evaluation of design alternatives: improve system connectivity between the existing pedestrian/bicycle facilities on Wolf Road and the facilities constructed as part of the Albany/Watervliet-Shaker Road project. The following conditions were also included in the evaluation of alternatives: impacts to existing sensitive environmental features in the project area; impacts to active agricultural land in the project area; impacts to viable commercial enterprises and other social and economic features in the project area; and project cost. JF - EPA number: 140307, Final EIS, Appendices, October 24, 2014 PY - 2014 KW - Roads and Railroads KW - Bridges KW - Highways KW - Highway Structures KW - Wetlands KW - Safety Analyses KW - Airports KW - Creeks KW - Water Resources KW - Visual Resources KW - Vegetation KW - Historic Sites KW - Historic Sites Surveys KW - Archaeological Sites KW - Archaeological Sites Surveys KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1694700834?accountid=14244 L2 - http://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=2014-10-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+87+%28I-87%29+EXIT+4+ACCESS+IMPROVEMENTS%2C+TOWN+OF+COLONIE%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=INTERSTATE+87+%28I-87%29+EXIT+4+ACCESS+IMPROVEMENTS%2C+TOWN+OF+COLONIE%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York N1 - Date revised - 2015-07-01 N1 - SuppNotes - Final. Preparation date: October 24, 2014 N1 - Last updated - 2015-07-08 ER - TY - RPRT T1 - SR 87 CONNECTOR, SANTA ROSA COUNTY, FLORIDA. AN - 16380908; 16295 AB - PURPOSE: The State of Florida Department of Transportation (FDOT), in coordination with FHWA as the lead agency, is conducting a study to evaluate potential alternatives that would directly link SR 87S with SR 87N in the vicinity of the City of Milton in Santa Rosa County, Florida. The current connection between SR 87S and SR 87N is rather indirect and partly involves a shared facility of SR 87 and US 90. The proposed project is in the Project Development and Environment (PD&E) Study phase in which preliminary engineering is accomplished. The primary objective of this SR 87 Connector project is to extend SR 87S to facilitate north-south traffic flow to more effectively serve the military base operations and to provide for a more direct hurricane evacuation route from the coast to areas north in Alabama. Another objective is to reduce traffic congestion within the City of Milton, and to alleviate travel demand on the section of US 90 currently shared with SR 87. Versions of this project have gone through ETDM screening as ETDM Project #2861 in 2008. However, that project was much more limited in scope and only evaluated a corridor from SR 87S to Munson Highway. On December 19, 2009 the SR 87 Connector project was submitted for ETDM review as Project #12597. The new roadway will initially include a two-lane facility with four-lane improvements in the more urban areas at either end. In addition, the facility will include bicycle/pedestrian features with a link to the existing Blackwater Heritage State Trail. The proposed right of way and other design provisions will allow for future expansion to a four-lane. The alternatives are proposed to include two structures. The first structure spans Blackwater River and its associated wetlands and floodplains and includes bicycle/pedestrian upgrades. The second structure spans Clear Creek. The proposed project is in the Project Development and Environment (PD&E) Study phase in which preliminary engineering is accomplished. JF - EPA number: 140301, Draft EIS, Appendices, October 17, 2014 PY - 2014 KW - Roads and Railroads KW - Wetlands KW - Floodplains KW - Roads KW - Traffic Analyses KW - Bridges KW - Demography KW - Archaeological Sites KW - Section 4(f) Statements KW - Historic Resources KW - Water Resources KW - Hydrology KW - Land use KW - Vegetation KW - Wildlife Habitat KW - Noise KW - Water Quality KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Threatened Species (Animals) KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Act of 1987, Compliance KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 11990, Compliance KW - Coastal Zone Management Act of 1972, Compliance KW - Endangered Species Act of 1973, Animals UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16380908?accountid=14244 L2 - http://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=2014-10-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+87+CONNECTOR%2C+SANTA+ROSA+COUNTY%2C+FLORIDA.&rft.title=SR+87+CONNECTOR%2C+SANTA+ROSA+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Chipley, Florida N1 - Date revised - 2015-07-01 N1 - SuppNotes - Draft. Preparation date: October 17, 2014 N1 - Last updated - 2015-07-07 ER - TY - RPRT T1 - 75TH STREET CORRIDOR IMPROVEMENT PROJECT, COOK COUNTY, ILLINOIS. AN - 1694474998; 16290 AB - PURPOSE: The proposed action involves the construction of two rail fly over structures, 29.4 miles of new rail track, and 10.8 miles of relocated track. There will be new rail bridge structures at 4 locations (not including the two new rail flyovers), replacement of existing rail bridges at 3 locations, rehabilitation or modification of existing rail bridges at 23 locations, and one highway-rail grade separation. The proposed action is located in the City of Chicago, Cook County, Illinois. The proposed action will eliminate major rail conflicts at three rail junctions and one at-grade roadway crossing. It will also provide substantial structural, drainage, roadway and lighting improvements at 36 existing rail viaducts to improve local mobility. The proposed action will require the acquisition of a total of 16.7 acres of right-of-way, of which 14.9 acres are currently vacant residential or industrial parcels. A total of 27 residential dwelling units (26 occupied and 1 vacant) and one church will be acquired. No wetlands will be affected by the proposed action. JF - EPA number: 140296, Final EIS, Appendices, October 10, 2014 PY - 2014 KW - Roads and Railroads KW - Railroads KW - Railroad Structure KW - Roads KW - Urban Structures KW - Air Quality Assessments KW - Noise KW - Noise Assessments KW - Historic Sites KW - Relocation-Property Acquisitions KW - Transportation KW - Visual Resources KW - Illinois KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisitions Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1694474998?accountid=14244 L2 - http://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=2014-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=75TH+STREET+CORRIDOR+IMPROVEMENT+PROJECT%2C+COOK+COUNTY%2C+ILLINOIS.&rft.title=75TH+STREET+CORRIDOR+IMPROVEMENT+PROJECT%2C+COOK+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 N1 - Date revised - 2015-07-01 N1 - SuppNotes - Final. Preparation date: October 10, 2014 N1 - Last updated - 2015-07-07 ER - TY - RPRT T1 - HIGH DESERT CORRIDOR PROJECT FROM STATE ROUTE 14 TO STATE ROUTE 18 IN LOS ANGELES AND SAN BERNARDINO COUNTY, CALIFORNIA. AN - 1694474997; 16285 AB - PURPOSE: This Draft EIR/EIS addresses impacts of alternatives proposed for the High Desert Corridor (HDC) Project. This new multimodal east-west link would connect State Route (SR) l4 in Palmdale (Los Angeles County) and SR-18 in the Town of Apple Valley (San Bernardino County). The purpose of the proposed project is to address existing and future east-west transportation demand, travel safety and reliability within High Desert region, regional goods movement network, connectivity to regional transportation facilities, and greenhouse gas reduction goals movement. Expected environmental effects include impacts to aesthetics, land use and community cohesion, biological resources, air quality, noise, utilities, and Section 4(f) properties. This project is envisioned to be a green energy transportation improvement. JF - EPA number: 140291, Draft EIS, October 10, 2014 PY - 2014 KW - Roads and Railroads KW - Highways KW - Traffic Analyses KW - Transportation KW - Land use KW - Recreation facilities KW - Parks KW - Grazing KW - Farms KW - Population KW - Housing KW - Employment KW - Environmental Justice KW - Roads KW - Visual Resources KW - Rapid Transit Systems KW - Cultural Resources KW - Archaeological Sites KW - Hydrology KW - Floodplains KW - Water Quality Assessments KW - Paleontological Sites KW - Hazardous Wastes KW - Air Quality KW - Noise KW - Energy Sources KW - Wildlife Habitat KW - Vegetation KW - Wetlands KW - Endangered Species (Plants) KW - Endangered Species (Animals) KW - Threatened Species (Animals) KW - California KW - National Environmental Policy Act of 1969, Compliance KW - Executive Order 12898, Compliance KW - Civil Rights Act of 1964, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 401 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1694474997?accountid=14244 L2 - http://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=2014-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGH+DESERT+CORRIDOR+PROJECT+FROM+STATE+ROUTE+14+TO+STATE+ROUTE+18+IN+LOS+ANGELES+AND+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=HIGH+DESERT+CORRIDOR+PROJECT+FROM+STATE+ROUTE+14+TO+STATE+ROUTE+18+IN+LOS+ANGELES+AND+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles California N1 - Date revised - 2015-07-01 N1 - SuppNotes - Draft. Preparation date: October 10, 2014 N1 - Last updated - 2015-07-07 ER - TY - RPRT T1 - US ROUTE 460 LOCATION STUDY, PRINCE GEORGE, SUSSEX, SURRY, SOUTHAMPTON AND ISLE OF WRIGHT COUNTIES AND THE CITY OF SUFFOLK, VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 2008). AN - 1692272345; 16278 AB - PURPOSE: The purpose of the improvements to the Route 460 corridor is to construct a facility that is consistent with the functional classification of the corridor and sufficiently addresses safety, mobility and evacuation needs and sufficiently accommodates freight traffic along the Route 460 corridor between Petersburg and Suffolk, Virginia. The following needs have been identified for the project: address roadway deficiencies: Route 460 was designed and constructed using geometric standards that are now outdated; improve safety: Fatality rates for Route 460 are higher than other comparable rural roadways in Virginia; accommodate increasing freight shipments: Truck percentages for Route 460 are higher than national averages for rural roads with similar functional classification, and forecast to grow due to expansions at the Port of Virginia; reduce travel delay: growing future traffic volumes will experience increased travel delays on Route 460 due to capacity limitations at traffic signals and the current design deficiencies; provide adequate emergency evacuation capability: Route 460 is a designated hurricane evacuation route for Southside Hampton Roads communities, yet during recent events, the road was closed due to effects caused by these storms; improve strategic military connectivity: Route 460 is a designated part of the Strategic Highway Network (STRAHNET) by the Department of Defense and Federal Highway Administration (FHWA); meet local economic development plans: In addition to statewide and regional economic development needs, jurisdictions along the Route 460 study area have identified economic development priorities related to transportation improvements. JF - EPA number: 140284, Draft Supplement EIS, October 3, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Hurricanes KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Streams KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality Assessments KW - Water Supply KW - Wells KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 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/1692272345?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia N1 - Date revised - 2015-07-01 N1 - SuppNotes - Draft. Preparation date: October 3, 2014 N1 - Last updated - 2015-07-01 ER - TY - JOUR T1 - Finite mixture modeling for vehicle crash data with application to hotspot identification AN - 1627970425; 20953274 AB - The application of finite mixture regression models has recently gained an interest from highway safety researchers because of its considerable potential for addressing unobserved heterogeneity. Finite mixture models assume that the observations of a sample arise from two or more unobserved components with unknown proportions. Both fixed and varying weight parameter models have been shown to be useful for explaining the heterogeneity and the nature of the dispersion in crash data. Given the superior performance of the finite mixture model, this study, using observed and simulated data, investigated the relative performance of the finite mixture model and the traditional negative binomial (NB) model in terms of hotspot identification. For the observed data, rural multilane segment crash data for divided highways in California and Texas were used. The results showed that the difference measured by the percentage deviation in ranking orders was relatively small for this dataset. Nevertheless, the ranking results from the finite mixture model were considered more reliable than the NB model because of the better model specification. This finding was also supported by the simulation study which produced a high number of false positives and negatives when a mis-specified model was used for hotspot identification. Regarding an optimal threshold value for identifying hotspots, another simulation analysis indicated that there is a discrepancy between false discovery (increasing) and false negative rates (decreasing). Since the costs associated with false positives and false negatives are different, it is suggested that the selected optimal threshold value should be decided by considering the trade-offs between these two costs so that unnecessary expenses are minimized. JF - Accident Analysis & Prevention AU - Park, Byung-Jung AU - Lord, Dominique AU - Lee, Chungwon AD - Department of Transportation Engineering, Myongji University, South Korea Y1 - 2014/10// PY - 2014 DA - Oct 2014 SP - 319 EP - 326 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 71 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Finite mixture model KW - Negative binomial KW - Overdispersion KW - Vehicle crash data KW - Hotspot identification KW - False positive and negative KW - Accidents KW - Prevention KW - Mathematical models KW - Hot spots KW - Safety KW - Simulation KW - USA, California KW - USA, Texas KW - Highways KW - Rural areas KW - H 0500:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1627970425?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=Finite+mixture+modeling+for+vehicle+crash+data+with+application+to+hotspot+identification&rft.au=Park%2C+Byung-Jung%3BLord%2C+Dominique%3BLee%2C+Chungwon&rft.aulast=Park&rft.aufirst=Byung-Jung&rft.date=2014-10-01&rft.volume=71&rft.issue=&rft.spage=319&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2014.05.030 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-11-01 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Prevention; Accidents; Mathematical models; Hot spots; Safety; Simulation; Highways; Rural areas; USA, Texas; USA, California DO - http://dx.doi.org/10.1016/j.aap.2014.05.030 ER - TY - JOUR T1 - Analysis of zolpidem in postmortem fluids and tissues using ultra-performance liquid chromatography-mass spectrometry. AN - 1561979122; 25217538 AB - Zolpidem is a nonbenzodiazepine sedative hypnotic drug used for the short-term treatment of insomnia. While quite effective in producing sedation, zolpidem has potentially hazardous side effects when put in the context of complex tasks. Therefore, to more fully understand the postmortem concentrations of zolpidem, our laboratory has developed a sensitive method for the quantitation of zolpidem in biological specimens. Additionally, we have evaluated the distribution of zolpidem in various postmortem tissues and fluids from 10 aviation fatalities. This method incorporated a modified acetonitrile 'crash and shoot' extraction and a Waters Xevo TQ-S with an Acquity ultra-performance liquid chromatograph. The linear dynamic range was 0.4-800 ng/mL. The extraction efficiencies ranged from 78 to 87%, depending on the concentration. Postmortem blood zolpidem concentrations in these 10 cases ranged from 7.6 to 76.5 ng/mL. The highest concentrations of zolpidem present in each victim were found in the liver, spleen, lung and kidney tissues. Distribution coefficients for zolpidem were determined for each of the specimen types analyzed. These coefficients are expressed relative to the blood concentration in each case. This method proved to be simple, accurate and robust for the identification and quantitation of zolpidem in postmortem fluids and tissues. Published by Oxford University Press 2014. This work is written by (a) US Government employee(s) and is in the public domain in the US. JF - Journal of analytical toxicology AU - Thompson, Kristi S AU - Lewis, Russell J AU - Ritter, Roxane M AD - Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA. ; Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA russell.j.lewis@faa.gov. Y1 - 2014/10// PY - 2014 DA - October 2014 SP - 507 EP - 512 VL - 38 IS - 8 KW - Hypnotics and Sedatives KW - 0 KW - Pyridines KW - zolpidem KW - 7K383OQI23 KW - Index Medicus KW - Kidney -- metabolism KW - Spleen -- metabolism KW - Liver -- drug effects KW - Humans KW - Lung -- drug effects KW - Kidney -- drug effects KW - Liver -- metabolism KW - Lung -- metabolism KW - Spleen -- drug effects KW - Hypnotics and Sedatives -- blood KW - Chromatography, High Pressure Liquid -- methods KW - Mass Spectrometry -- methods KW - Forensic Pathology -- methods KW - Pyridines -- blood UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1561979122?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+analytical+toxicology&rft.atitle=Analysis+of+zolpidem+in+postmortem+fluids+and+tissues+using+ultra-performance+liquid+chromatography-mass+spectrometry.&rft.au=Thompson%2C+Kristi+S%3BLewis%2C+Russell+J%3BRitter%2C+Roxane+M&rft.aulast=Thompson&rft.aufirst=Kristi&rft.date=2014-10-01&rft.volume=38&rft.issue=8&rft.spage=507&rft.isbn=&rft.btitle=&rft.title=Journal+of+analytical+toxicology&rft.issn=1945-2403&rft_id=info:doi/10.1093%2Fjat%2Fbku062 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2015-06-05 N1 - Date created - 2014-09-13 N1 - Date revised - 2017-01-14 N1 - Last updated - 2017-01-19 DO - http://dx.doi.org/10.1093/jat/bku062 ER - TY - JOUR T1 - False carbamazepine positives due to 10,11-dihydro-10-hydroxycarbamazepine breakdown in the GC-MS injector port. AN - 1561978083; 25217540 AB - During the investigation of aviation accidents, postmortem specimens from accident victims are submitted to the Federal Aviation Administration's Civil Aerospace Medical Institute (CAMI) for toxicological analysis. A case recently received by CAMI screened positive for the anticonvulsant medication carbamazepine (CBZ; Tegretol(®)) by gas chromatography-mass spectrometry (GC-MS). The CBZ found during this routine screening procedure was subsequently confirmed using a CBZ-specific GC-MS procedure. It was later discovered that the accident victim had been prescribed oxcarbazepine (OXCBZ; Trileptal(®)). OXCBZ is structurally similar to CBZ and is metabolized by cytosolic enzymes in the liver to an active metabolite, 10,11-dihydro-10-hydroxycarbamazepine (DiCBZ). It was determined that the CBZ initially found in this case was present due to the thermal breakdown of DiCBZ in the GC-MS injector port. In the current study, this conversion was investigated and the percentage of CBZ formed at various injector port temperatures was determined. Additionally, these three compounds were quantified in nine fluid and tissue specimens from the case in question. Liquid chromatography-mass spectrometry was also incorporated to further demonstrate the absence/presence of CBZ in these samples. Published by Oxford University Press 2014. This work is written by (a) US Government employee(s) and is in the public domain in the US. JF - Journal of analytical toxicology AU - Lewis, Russell J AU - Angier, Mike K AU - Johnson, Robert D AD - Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA russell.j.lewis@faa.gov. ; Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, 6500 S. MacArthur Blvd, Oklahoma City, OK 73169, USA. ; Forensic Chemistry and Toxicology Laboratory, Tarrant County Medical Examiner's Office, Fort Worth, TX 76196, USA. Y1 - 2014/10// PY - 2014 DA - October 2014 SP - 519 EP - 523 VL - 38 IS - 8 KW - 10,11-dihydro-10-hydroxycarbamazepine KW - 0 KW - Anticonvulsants KW - Carbamazepine KW - 33CM23913M KW - oxcarbazepine KW - VZI5B1W380 KW - Index Medicus KW - Autopsy KW - Humans KW - Specimen Handling KW - Gas Chromatography-Mass Spectrometry KW - Calibration KW - False Positive Reactions KW - Anticonvulsants -- analysis KW - Carbamazepine -- chemistry KW - Carbamazepine -- analysis KW - Accidents, Aviation KW - Carbamazepine -- analogs & derivatives KW - Forensic Pathology -- methods UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1561978083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=unknown&rft.jtitle=&rft.atitle=&rft.au=Lewis%2C+Russell+J%3BAngier%2C+Mike+K%3BJohnson%2C+Robert+D&rft.aulast=Lewis&rft.aufirst=Russell&rft.date=2014-10-01&rft.volume=&rft.issue=&rft.spage=519&rft.isbn=&rft.btitle=False+carbamazepine+positives+due+to+10%2C11-dihydro-10-hydroxycarbamazepine+breakdown+in+the+GC-MS+injector+port.&rft.title=False+carbamazepine+positives+due+to+10%2C11-dihydro-10-hydroxycarbamazepine+breakdown+in+the+GC-MS+injector+port.&rft.issn=1945-2403&rft_id=info:doi/10.1093%2Fjat%2Fbku064 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2015-06-05 N1 - Date created - 2014-09-13 N1 - Date revised - 2017-01-14 N1 - Last updated - 2017-01-19 DO - http://dx.doi.org/10.1093/jat/bku064 ER - TY - RPRT T1 - ALL ABOARD FLORIDA INTERCITY PASSENGER RAIL PROJECT, ORLANDO TO MIAMI, FLORIDA. AN - 1690202632; 16274 AB - PURPOSE: All Aboard Florida LLC (AAF), a private corporation, is proposing to construct and operate intercity passenger rail between Orlando and Miami, Florida. FRA is undertaking this environmental review because AAF has applied for a loan through the Railroad Rehabilitation and Improvement Financing program. AAF proposes to implement the project through a phased approach. This DEIS evaluates Phase II of the project which includes adding a second track within 128.5 miles of existing Florida East Coast Railroad right-of-way between West Palm Beach and Cocoa, constructing a new 40-mile long railroad line parallel to State Road 528 between Cocoa and Orlando International Airport, and constructing a new vehicle maintenance facility south of the airport. The project would also improve grade crossings, bridges, signalization, and add new communications and train control systems. The DEIS evaluates a range of alternatives considered for the project, and evaluates in detail three alignment alternatives. It considers environmental impacts and mitigation that would result if the project is built in the following areas: land use, transportation, air quality, noise and vibration, climate change, water resources, navigation, wetlands, natural biological systems, wildlife, essential fish habitat, migratory bird habitat, threatened and endangered species, floodplains, social and economic effects, environmental justice, communities, visual resources, Section 4(f) resources, public health and safety, and economic effects, in addition to secondary and cumulative impacts and short-term construction impacts. Given that operations would cover the full corridor from Orlando to Miami, this DEIS analyzes the cumulative effects of completing both phases of the project. JF - EPA number: 140280, Draft EIS, Appendices, September 26, 2014 PY - 2014 KW - Roads and Railroads KW - Land Use KW - Transportation KW - Railroads KW - Railroad Structure KW - Navigation KW - Air Quality KW - Noise KW - Farmland KW - Soils KW - Hazardous Wastes KW - Climate Change KW - Wetlands KW - Wild and Scenic Rivers KW - Floodplains KW - Threatened Species (Animals) KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Wildlife Habitat KW - Environmental Justice KW - Cultural Resources KW - Public Health KW - Visual Resources KW - Section 4(f) Statements KW - Coastal Zones KW - Florida KW - Endangered Species Act of 1973, Animals KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - General Bridge Act of 1946, Coast Guard Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1690202632?accountid=14244 L2 - http://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=2014-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALL+ABOARD+FLORIDA+INTERCITY+PASSENGER+RAIL+PROJECT%2C+ORLANDO+TO+MIAMI%2C+FLORIDA.&rft.title=ALL+ABOARD+FLORIDA+INTERCITY+PASSENGER+RAIL+PROJECT%2C+ORLANDO+TO+MIAMI%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, D.C. N1 - Date revised - 2015-06-01 N1 - SuppNotes - Draft. Preparation date: September 26, 2014 N1 - Last updated - 2015-06-22 ER - TY - RPRT T1 - ILLIANA CORRIDOR, WILL AND KANKAKEE COUNTIES, ILLINOIS, AND LAKE COUNTY, INDIANA (TIER 2 FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 1690202627; 16269 AB - PURPOSE: The Illinois Department of Transportation (IDOT), Indiana Department of Transportation (NDOT), and Federal Highway Administration (FHWA) propose a transportation solution to improve regional mobility, address local system deficiencies, and provide efficient movement of freight in the Illinois Corridor between I-55 on the west and I-65 on the east. This Tier Two Final Environmental Impact Statement (FEIS) considers three mainline alternatives, along with a No-Action Alternative. In addition, five interchange design options at IL-53 are under consideration. Ten other interchanges (seven in Illinois and three in Indiana) are planned. In consideration of the technical analysis in the Tier Two EIS and the comments received during the comment period on the Tier Two Draft EIS, Alternative 1 with IL-53 Design Option 4 is identified as the Preferred Alternative. JF - EPA number: 140274, Second Final EIS (Tiering, September 26, 2014 PY - 2014 KW - Roads and Railroads KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analysis KW - Transportation KW - Wetlands KW - Illinois KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1690202627?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield Illinois N1 - Date revised - 2015-06-01 N1 - SuppNotes - Final. Preparation date: September 26, 2014 N1 - Last updated - 2015-06-22 ER - TY - RPRT T1 - SOUTH MOUNTAIN FREEWAY (LOOP 202) INTERSTATE 10 (PAPAGO FREEWAY) TO INTERSTATE 10 (MARICOPA FREEWAY), MARICOPA COUNTY, ARIZONA. AN - 1690202626; 16270 AB - PURPOSE: The proposed action is the construction and operation of a new multilane freeway in the metropolitan Phoenix area extending approximately 22 to 24 miles from Interstate 10 west of Phoenix to Interstate 10 southeast of Phoenix. The facility would be the final extension of State Route 202L, an element of the Maricopa Association of Governments adopted Regional Freeway and Highway System, as outlined in its Regional Transportation Plan. The proposed action is considered necessary in response to existing and projected demands on the regions transportation system. The Final Environmental Impact Statement discusses three distinct action alternatives in the western portion of the Study Area (Western Section), one distinct action alternative in the eastern portion of the Study Area (Eastern Section), and a no-action alternative for the entire project length. When combined, the action alternatives in the Western and Eastern Sections represent a full range of reasonable alternatives. The action alternatives consist of four travel lanes in each direction (three general purpose lanes and one high-occupancy vehicle lane), with traffic interchanges generally located at major cross streets. Other alternatives were considered but eliminated from further study. These alternatives included using alternative travel modes, improving major streets, and managing traffic through such methods as transportation system management and transportation demand management. The Final Environmental Impact Statement analyzes potential impacts of the proposed action on the natural and human-made environment, including, but not limited to, mountain preserve land, residential and commercial development, cultural resources, wildlife, waters of the United States, air quality, noise levels, and hazardous waste. A Final State-level Environmental Assessment was completed for the South Mountain Corridor in 1988. At that time, a recommended alternative was adopted by the State Transportation Board. The proposed action represents a version of that project. Because of elapsed time and conditions that have changed since completion of the 1988 document, new studies are required. A combination of the W59 Alternative in the Western Section and the E1 Alternative in the Eastern Section is identified as the Preferred Alternative. JF - EPA number: 140275, Final EIS, September 26, 2014 PY - 2014 KW - Roads and Railroads KW - Archaeological Sites KW - Cultural Resources KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Parks KW - Preserves KW - Relocation-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitats KW - Arizona KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisitions Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1690202626?accountid=14244 L2 - http://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=2014-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+MOUNTAIN+FREEWAY+%28LOOP+202%29+INTERSTATE+10+%28PAPAGO+FREEWAY%29+TO+INTERSTATE+10+%28MARICOPA+FREEWAY%29%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=SOUTH+MOUNTAIN+FREEWAY+%28LOOP+202%29+INTERSTATE+10+%28PAPAGO+FREEWAY%29+TO+INTERSTATE+10+%28MARICOPA+FREEWAY%29%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Phoenix, Arizona N1 - Date revised - 2015-06-01 N1 - SuppNotes - Final. Preparation date: September 26, 2014 N1 - Last updated - 2015-06-22 ER - TY - RPRT T1 - JUNEAU ACCESS IMPROVEMENTS PROJECT, JUNEAU, ALASKA (DRAFT SUPPLEMENT TO DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JULY 1997). AN - 1690202625; 16275 AB - PURPOSE: Alaska Department of Transportation and Public Facilities proposes to improve surface transportation to and from Juneau within Lynn Canal corridor, which will provide the capacity to meet transportation demand in the corridor, provide flexibility and improve opportunity for travel, reduce travel times between Lynn Canal communities, reduce State costs for transportation in the corridor, and reduce user costs for transportation in the corridor. Juneau is the largest community on the North American continent not connected to the continental highway system. Because of its location and lack of highway access, all freight, vehicle, and passenger movement from Juneau is the Alaska Marine Highway System (AMHS), a State-owned ferry system that provides transportation to many of Southeast Alaskas coastal communities. AMHS service from Juneau connects to the continental highway system in Prince Rupert, British Columbia, and Bellingham, Washington, to the south, and in Haines and Skagway to the north. The AMHS is the National Highway System link to Juneau, Haines, and Skagway. JF - EPA number: 140281, Draft Supplemental EIS, September 26, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Assessments KW - Birds KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Ferries KW - Fish KW - Fisheries Surveys KW - Floodplains KW - Forests KW - Highways KW - Hydrologic Assessments KW - Impact Assessment Methodology KW - Noise Assessments KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Wildlife Surveys KW - Alaska KW - Tongass National Forest KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1690202625?accountid=14244 L2 - http://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=2014-09-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+ACCESS+IMPROVEMENTS+PROJECT%2C+JUNEAU%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1997%29.&rft.title=JUNEAU+ACCESS+IMPROVEMENTS+PROJECT%2C+JUNEAU%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska N1 - Date revised - 2015-06-01 N1 - SuppNotes - Draft. Preparation date: September 26, 2014 N1 - Last updated - 2015-06-22 ER - TY - RPRT T1 - WEST WAUKESHA BYPASS, COUNTY TT FROM I-94 TO WIS 59, WAUKESHA COUNTY, WISCONSIN. AN - 1688474658; 16266 AB - PURPOSE: The study area includes County TT from I-94 on the north to WIS 59 on the south, a distance of about 5 miles. For decades this corridor has been the planned route for the last leg of a circumferential bypass around Waukesha. This corridor has safety issues, and design deficiencies including narrow lanes, lack of shoulders, and sharp curves and steep hills. As time passes and traffic increases, safety and operations on this corridor will continue to deteriorate. Traffic volumes are forecast to increase 17 to 56 percent by 2035. The Draft Environmental Impact Statement (EIS) was approved on October 19, 2012. The Draft EIS evaluates the social, environmental, and economic impacts of the No-Build Alternative and a range of need. This Final EIS documents the input received on the Draft EIS and identifies the preferred alternative. JF - EPA number: 140271, Final EIS, Appendices, September 19, 2014 PY - 2014 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Floodplains KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin 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/1688474658?accountid=14244 L2 - http://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=2014-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+WAUKESHA+BYPASS%2C+COUNTY+TT+FROM+I-94+TO+WIS+59%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.title=WEST+WAUKESHA+BYPASS%2C+COUNTY+TT+FROM+I-94+TO+WIS+59%2C+WAUKESHA+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 N1 - Date revised - 2015-06-01 N1 - SuppNotes - Final. Preparation date: September 19, 2014 N1 - Last updated - 2015-06-16 ER - TY - RPRT T1 - U.S. 30 FROM ILLINOIS 136 TO ILLINOIS 40, WHITESIDE COUNTY, ILLINOIS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 2011). AN - 1688474627; 16259 AB - PURPOSE: The Illinois Department of Transportation (IDOT), in consultation with the Federal Highway Administration (FHWA), is studying alternatives to improve traffic capacity, reduce traffic congestion, improve safety, provide for an anticipated increase in transportation demand, and to establish roadway system continuity on U.S. 30 from IL 136 to IL 40 in Whiteside County. Alternatives under consideration include: (1) the No-Build Alternative, (2) Build Alternative primarily along the existing highway and north of the city of Morrison, and (3) Build Alternative primarily along the existing highway and south of the city of Morrison. The Supplement to the Draft Environmental Impact Statement discloses the alignment shifts of Build Alternative 4 (northern) and Build Alternative 5 (southern) just east of the city of Morrison and their associated Impacts. The Build Alternatives were realigned because of the revised mapping of the 100-year floodplains within Whiteside County and the Increase in floodplain impacts. With either Build Alternative, the proposed project would affect 0.24 acre of wetlands and approximately 600 acres of cropland. Build Alternative 4 and 5 have 13,375 linear feet of 100-year floodplain encroachment in common; however, Build Alternative 4 will encroach upon an additional 983 linear feet for a total of 14,358 linear feet and Build Alternative 5 will encroach upon an additional 1,863 linear feet for a total of 15,238 linear feet. Build Alternative 4 would displace 39 residences and farmsteads and the Build Alternative 5 would displace 34 residences and farmsteads. Both Build Alternatives would displace the same four (4) businesses with Build Alternative 5 displacing one (1) additional business for a total of five (5). JF - EPA number: 140264, Draft Supplemental EIS, September 19, 2014 PY - 2014 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 Analysis 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/1688474627?accountid=14244 L2 - http://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=2014-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+30+FROM+ILLINOIS+136+TO+ILLINOIS+40%2C+WHITESIDE+COUNTY%2C+ILLINOIS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2011%29.&rft.title=U.S.+30+FROM+ILLINOIS+136+TO+ILLINOIS+40%2C+WHITESIDE+COUNTY%2C+ILLINOIS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2011%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois N1 - Date revised - 2015-06-01 N1 - SuppNotes - Draft. Preparation date: September 19, 2014 N1 - Last updated - 2015-06-16 ER - TY - RPRT T1 - CHICAGO-DETROIT/PONTIAC HIGH SPEED RAIL CORRIDOR PROGRAM, ILLINOIS, MICHIGAN. AN - 1688474552; 16261 AB - PURPOSE: The purpose of the Program is to enhance intercity mobility, along the Corridor from Chicago to Detroit/Pontiac, Michigan, by providing an improved passenger rail service that would be a competitive transportation alternative to automobile, bus and air service. The need for the Program arises from the inadequacies of existing passenger rail service and other modes of transportation to meet current and future mobility needs within the corridor including: limited ability to accommodate current or anticipated travel demand in the Corridor results in the deterioration of transportation service quality as a result of congestion, longer trip times and decline of service reliability, limited intercity travel options restrict both the mobility of the resident populations and localities potential for economic development, inadequate capacity in the Corridor provides uncompetitive trip times, poor reliability, and low levels of passenger comfort and convenience for travelers, and increase the attractiveness of passenger rail travel within the Corridor to capture potential passenger rail travelers who may be currently choosing other modes of transportation. JF - EPA number: 140266, Draft, Appendices, September 19, 2014 PY - 2014 KW - Roads and Railroads KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Wetlands KW - Environmental Justice KW - Noise KW - Noise Assessments KW - Cultural Resources KW - Historic Sites KW - Wildlife Habitat KW - Floodplains KW - Coastal Zones KW - Energy Consumption KW - Air Quality KW - Transportation KW - Illinois KW - Michigan UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1688474552?accountid=14244 L2 - http://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=2014-09-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO-DETROIT%2FPONTIAC+HIGH+SPEED+RAIL+CORRIDOR+PROGRAM%2C+ILLINOIS%2C+MICHIGAN.&rft.title=CHICAGO-DETROIT%2FPONTIAC+HIGH+SPEED+RAIL+CORRIDOR+PROGRAM%2C+ILLINOIS%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, D.C. N1 - Date revised - 2015-06-01 N1 - SuppNotes - Draft. Preparation date: September 19, 2014 N1 - Last updated - 2015-06-16 ER - TY - RPRT T1 - DOWNTOWN SAN FRANCISCO FERRY TERMINAL EXPANSION PROJECT, SAN FRANCISCO, CALIFORNIA. AN - 1672869423; 16243 AB - PURPOSE: The expansion and improvement of the existing Ferry Terminal at the Ferry Building in downtown San Francisco, California are proposed. The Ferry Terminal is in the northeastern section of San Francisco, situated at the foot of Market Street at the Embarcadero. The project area encompasses property managed in the public trust by the Port of San Francisco from the south side of Pier 1 to the north side of Pier 14, and from the Embarcadero Promenade to San Francisco Bay. The project area includes the Ferry Building, the Ferry Plaza, the Agriculture Building, and Pier 2. The project area also includes existing water transit facilities (Gates B, C, D, and E), a variety of commercial uses, and public open spaces. The proposed project builds on previous planning efforts and projects implemented by the San Francisco Bay Area Water Emergency Transportation Authority (WETA) and the Port. The implementation and operations plan adopted by WETA in 2003 called for a system-wide expansion of water transit service in the Bay Area and identified new routes that would be developed over a 20-year period. Water transit provides a viable alternative for transporting people around the region when unexpected and long-term disruption renders other components of the regional transportation system inoperable. In 2035, the Ferry Terminal is projected to serve approximately 32,000 water transit passengers, an increase of 300 percent over current ridership levels of 11,200 passengers, accounting for existing services between San Francisco and Alameda, Oakland, and Vallejo, as well as future planned water transit services between San Francisco and Antioch, Berkeley, Martinez, Hercules, Redwood City, Richmond, and Treasure Island. The projected ridership increases cannot be adequately accommodated at the Ferry Terminal because of current infrastructure, circulation, and operating deficiencies. This final EIS considers the proposed expansion and a No Action Alternative. The proposed project would include construction of three new gates and overwater berthing facilities, in addition to supportive landside improvements, such as additional passenger waiting and queuing area, and circulation improvements. The new gates and other improvements would be designed to accommodate future planned water transit services, as well as emergency operation needs. Construction is scheduled to commence as early as 2014 and be completed by 2020. POSITIVE IMPACTS: Implementation would support WETAs projected increase in water transit ridership and related vessel arrivals and departures from the Ferry Terminal. Expanded water transit would provide a viable alternative mode of transportation that accommodates projected increases in transbay trips, and helps alleviate congestion over the San Francisco Bay Bridge and through the San Francisco Bay Area Rapid Transit transbay tube. NEGATIVE IMPACTS: The proposed project would result in a net increase of 345 square feet of fill in bottom habitat; this small loss of benthic habitat would be considered negligible in this environment. Construction and maintenance dredging could impact special-status and commercially valuable marine species, including their habitats. Demolition activities would require the removal and temporary storage of piles that contain potentially hazardous substances. General construction noise and pile-driving activities would adversely impact noise-sensitive receivers in the project vicinity. Increases in pedestrian circulation associated with the project would result in substantial overcrowding for three study area crosswalks. JF - EPA number: 140248, Final EIS Volume I--567 pages, Volume II--717 pages, September 5, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Assessments KW - Bays KW - Central Business Districts KW - Demolition KW - Dredging KW - Ferries KW - Noise KW - Terminal Facilities KW - Transportation KW - California KW - San Francisco Bay KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1672869423?accountid=14244 L2 - http://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=2014-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNTOWN+SAN+FRANCISCO+FERRY+TERMINAL+EXPANSION+PROJECT%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.title=DOWNTOWN+SAN+FRANCISCO+FERRY+TERMINAL+EXPANSION+PROJECT%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2015-04-01 N1 - SuppNotes - Final. Preparation date: September 5, 2014 N1 - Last updated - 2015-04-14 ER - TY - JOUR T1 - Simulation of different sea-crossing traffic route structures' effects on the marine environment for the Dalian large-scale offshore airport island AN - 1676364859; PQ0001412782 AB - China is developing a 21 km super(2) artificial island for the Dalian offshore airport in Jinzhou Bay, and a sea-crossing bridge traffic route scheme and an impervious seawall road traffic route scheme are under consideration. To compare the effects of the development of the airport island with these two schemes on the marine environment, a two-dimensional hydrodynamic model and a pollutant transport model have been developed. The data from field observations have been used for the calibration and validation of the models. The numerical simulation results of the effects on hydrodynamics, morphological evolution, water pollution, and biological losses indicate that the sea-crossing bridge traffic route scheme is less damaging to the marine environment than that of the seawall road scheme. This study's conclusions provide an important foundation for the Dalian offshore airport programme and can be used as a reference for similar coastal engineering and marine environmental protection programmes. JF - Journal of Hydraulic Research/Journal de Recherches Hydraulique AU - Yan, Huakun AU - Wang, Nuo AU - Yu, Tiaolan AU - Fu, Qiang AD - PhD Student, Department of Transportation Management, Dalian Maritime University, Dalian 116026, People's Republic of China Y1 - 2014/09/03/ PY - 2014 DA - 2014 Sep 03 SP - 583 EP - 599 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 52 IS - 5 SN - 0022-1686, 0022-1686 KW - Pollution Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Oceanic Abstracts KW - INW, China, People's Rep., Liaoning Prov., Dalian KW - Hydraulics KW - Sea walls KW - Coastal engineering KW - Bridges KW - Hydrodynamics KW - Pollution dispersion KW - Simulation KW - Pollution effects KW - INW, China, People's Rep., Liaoning Prov., Jinzhou Bay KW - Airports KW - Environmental factors KW - Water pollution KW - Environmental protection KW - Traffic KW - Artificial islands KW - Islands KW - Marine environment KW - Q2 09144:Regional studies, expeditions and data reports KW - P 1000:MARINE POLLUTION KW - O 1080:Multi-disciplinary Studies UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676364859?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%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Hydraulic+Research%2FJournal+de+Recherches+Hydraulique&rft.atitle=Simulation+of+different+sea-crossing+traffic+route+structures%27+effects+on+the+marine+environment+for+the+Dalian+large-scale+offshore+airport+island&rft.au=Yan%2C+Huakun%3BWang%2C+Nuo%3BYu%2C+Tiaolan%3BFu%2C+Qiang&rft.aulast=Yan&rft.aufirst=Huakun&rft.date=2014-09-03&rft.volume=52&rft.issue=5&rft.spage=583&rft.isbn=&rft.btitle=&rft.title=Journal+of+Hydraulic+Research%2FJournal+de+Recherches+Hydraulique&rft.issn=00221686&rft_id=info:doi/10.1080%2F00221686.2014.912684 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Artificial islands; Coastal engineering; Sea walls; Pollution dispersion; Pollution effects; Environmental factors; Environmental protection; Water pollution; Hydraulics; Bridges; Hydrodynamics; Simulation; Airports; Traffic; Islands; Marine environment; INW, China, People's Rep., Liaoning Prov., Dalian; INW, China, People's Rep., Liaoning Prov., Jinzhou Bay DO - http://dx.doi.org/10.1080/00221686.2014.912684 ER - TY - JOUR T1 - ENVIRONMENTAL REVIEWS AND CASE STUDIES: Environmental Reevaluations for Design-Build Highway Projects: Implementing the SR 520 Bridge Replacement and HOV Program AN - 1642287593; 20869838 AB - Design-build projects present unique challenges with respect to environmental documentation and regulatory compliance. This article highlights the use of reevaluations of National Environmental Policy Act (NEPA) documents to address these challenges, drawing on examples from the State Route (SR) 520 Bridge Replacement and High Occupancy Vehicle (HOV) Program (SR 520 Program), in Seattle, Washington. Reevaluations provide a tool with which project proponents can confirm the validity of existing NEPA documentation relatively quickly and efficiently. The Washington State Department of Transportation (WSDOT) and the Federal Highway Administration (FHWA) worked together to develop a reevaluation process that ensures the environmental documentation for the SR 520 Program keeps pace with the design. WSDOT learned valuable lessons through this process, including coordinating early, developing a transition plan, assigning an environmental coordinator, clarifying expectations, and tracking design developments. These recommendations could be useful in future design-build highway projects. Environmental Practice 00: 1-7 (2014) JF - Environmental Practice AU - Kucharski, Margaret AU - Spellecacy, Rona AD - Washington State Department of Transportation (WSDOT) Environmental Lead, SR 520 Bridge Replacement and HOV Program, WSDOT, Seattle, Washington. Rona Spellecacy, American Institute of Certified Planners (AICP), and Environmental Planner, HDR, Inc., Seattle, Washington. PY - 2014 SP - 239 EP - 245 PB - Cambridge University Press, The Edinburgh Building, Cambridge CB2 2RU United Kingdom VL - 16 IS - 3 SN - 1466-0466, 1466-0466 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Documentation KW - Transportation KW - High occupancy vehicle lanes KW - Bridges (structures) KW - Highways KW - Tracking KW - Tools KW - Drawing UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642287593?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=Environmental+Practice&rft.atitle=ENVIRONMENTAL+REVIEWS+AND+CASE+STUDIES%3A+Environmental+Reevaluations+for+Design-Build+Highway+Projects%3A+Implementing+the+SR+520+Bridge+Replacement+and+HOV+Program&rft.au=Kucharski%2C+Margaret%3BSpellecacy%2C+Rona&rft.aulast=Kucharski&rft.aufirst=Margaret&rft.date=2014-09-01&rft.volume=16&rft.issue=3&rft.spage=239&rft.isbn=&rft.btitle=&rft.title=Environmental+Practice&rft.issn=14660466&rft_id=info:doi/10.1017%2FS1466046614000180 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-12-01 N1 - Last updated - 2016-01-06 DO - http://dx.doi.org/10.1017/S1466046614000180 ER - TY - JOUR T1 - School Bus Crash Rates on Routine and Nonroutine Routes AN - 1627730190 AB - BACKGROUND Although prior research has established that school buses are a safe form of transportation, crashes can produce catastrophic consequences. School buses have 2 types of routes: predictable, routine routes that take children to and from school and less predictable, nonroutine routes for school events. No studies have examined school bus crash incidence and characteristics by these route types. METHODS School bus crashes were identified from the Iowa Department of Transportation Crash Database from mid-2005 through mid-2010. Crash reports did not identify whether the bus was on a routine or nonroutine route, so a protocol to assign these based on day and time was developed. Bus mileage was provided by the Iowa Department of Education. RESULTS The school bus crash rate was 2.1 times higher on nonroutine routes than on routine routes (95% CI = 1.8-2.3). Most crashes involved an improper action by the driver of another vehicle. In crashes attributed to improper actions of school buses, failure to yield the right-of-way and disregarding traffic signs were more common on routine routes, while losing control, speeding, reckless, or aggressive driving were more common on nonroutine routes. CONCLUSIONS School bus crashes are more likely to occur on nonroutine routes. JF - The Journal of School Health AU - OʼNeal, Elizabeth AU - Ramirez, Marizen AU - Hamann, Cara AU - Young, Tracy AU - Stahlhut, Mary AU - Peek-Asa, Corinne AD - Department of Psychology, University of Iowa, E11 Seashore Hall, Iowa City, IA 52245-1407 ; College of Public Health, University of Iowa, 105 River Street, S318 CPBH, Iowa City, IA 52242 ; College of Public Health, University of Iowa, 200 Newton Road, 2186 WL, Iowa City, IA 52242 ; College of Public Health, University of Iowa, 200 Newton Road, 2184 WL, Iowa City, IA 52242 ; Office of Traffic and Safety, Iowa Department of Transportation, 800 Lincoln Way, Ames, IA 50010 ; College of Public Health, University of Iowa, 105 River Street, S160 CPBH, Iowa City, IA 52242 ; Department of Psychology, University of Iowa, E11 Seashore Hall, Iowa City, IA 52245-1407 Y1 - 2014/09// PY - 2014 DA - Sep 2014 SP - 575 EP - 580 CY - Kent PB - Wiley Subscription Services, Inc. VL - 84 IS - 9 SN - 0022-4391 KW - Physical Fitness And Hygiene KW - Aggression KW - Buses KW - Children KW - Driving KW - Education authorities KW - Losing KW - Speeding KW - Traffic KW - Transport KW - Iowa UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1627730190?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%3Aassia&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Journal+of+School+Health&rft.atitle=School+Bus+Crash+Rates+on+Routine+and+Nonroutine+Routes&rft.au=O%CA%BCNeal%2C+Elizabeth%3BRamirez%2C+Marizen%3BHamann%2C+Cara%3BYoung%2C+Tracy%3BStahlhut%2C+Mary%3BPeek-Asa%2C+Corinne&rft.aulast=O%CA%BCNeal&rft.aufirst=Elizabeth&rft.date=2014-09-01&rft.volume=84&rft.issue=9&rft.spage=575&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+School+Health&rft.issn=00224391&rft_id=info:doi/10.1111%2Fjosh.12189 LA - English DB - Applied Social Sciences Index & Abstracts (ASSIA) N1 - Name - Department of Education; Department of Transportation-Iowa N1 - Date revised - 2014-10-14 N1 - Last updated - 2016-05-13 N1 - SubjectsTermNotLitGenreText - Iowa DO - http://dx.doi.org/10.1111/josh.12189 ER - TY - JOUR T1 - Analysis of the effects of communication and surveillance facility service outages on traffic separations AN - 1627698810; 4619754 AB - This study examines air traffic separations in the service volumes of communication and surveillance facilities that experienced service outages. The data sample consists of 338 unscheduled service outages that happened in 2010 and 2011 at facilities located in the vicinity of 15 major traffic hubs. For each outage, radar track data were collected and used to calculate traffic separations during the period of 30 minutes before to 30 minutes after an outage. Then, the separation index, which indicates the percentage of horizontal separation retained between two aircraft at the same altitude, was estimated. The separation index and loss of separation events were analyzed using lognormal and negative binomial regression models. The results suggest that the count of separation events peaks during the 15 minutes after an outage. In addition, traffic collision avoidance system resolution advisory (TCAS RA) encounters and Category A separation events are 1.31 times more likely during the 30 minutes following the beginning of a service outage, as compared to the 30 minutes before the outage, for both types of facilities. Also, the separation index values are 19% lower following a surveillance facility outage and 4% lower following a communication facility service loss. This study provides evidence that unscheduled service outages of air traffic management facilities are associated with lost or reduced traffic separations and thus can be considered precursors to hazardous loss of separation events. Reprinted by permission of Blackwell Publishers JF - Risk analysis AU - Borener, Sherry S AU - Guzhva, Vitaly S AD - US Federal Aviation Administration ; EmbryRiddle Aeronautical University Y1 - 2014/09// PY - 2014 DA - Sep 2014 SP - 1753 EP - 1762 VL - 34 IS - 9 SN - 0272-4332, 0272-4332 KW - Economics KW - Regression analysis KW - Estimation KW - Data analysis KW - Air traffic KW - Surveillance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1627698810?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=Risk+analysis&rft.atitle=Analysis+of+the+effects+of+communication+and+surveillance+facility+service+outages+on+traffic+separations&rft.au=Borener%2C+Sherry+S%3BGuzhva%2C+Vitaly+S&rft.aulast=Borener&rft.aufirst=Sherry&rft.date=2014-09-01&rft.volume=34&rft.issue=9&rft.spage=1753&rft.isbn=&rft.btitle=&rft.title=Risk+analysis&rft.issn=02724332&rft_id=info:doi/10.1111%2Frisa.12192 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2014-11-24 N1 - Last updated - 2014-11-25 N1 - SubjectsTermNotLitGenreText - 12424 6608 6085; 4403 7854; 10739 12228 10919; 896 12889 12937; 3279 971 3286 DO - http://dx.doi.org/10.1111/risa.12192 ER - TY - RPRT T1 - I-70 EAST FROM I-15 TO TOWER ROAD, DENVER, COLORADO (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2008). AN - 1671201436; 16236 AB - PURPOSE: Highway improvements along I-70 in the Denver metropolitan area between I-25 and Tower Road are proposed. Currently, I-70 between I-25 and Tower Road is one of the most heavily traveled and congested highway corridors, both in the region and in the state. The corridor provides a number of important transportation functions, including interstate and intrastate travel along I-70; regional access from downtown Denver and the metropolitan area to Denver International Airport (DIA); linkage as an inner beltway between I-225 and I-270; and access to adjacent employment areas, neighborhoods, and new development centers. None of the alternatives analyzed in the November 2008 draft EIS received overwhelming support from the public and stakeholders because of associated impacts to the built, natural, and social environment. The Preferred Alternative Collaborative Team (PACT), consisting of federal, state, and local agencies, was formed to develop a preferred alternative. Based on the outcome of the draft EIS comments, PACT, process, and additional outreach, Current Alignment Alternative (2008 draft EIS Alternatives 1 and 3) was revised to reduce impacts, the Realignment Alternatives were eliminated from further consideration, and a new alternative (the Partial Cover Lowered Alternative) was developed. The no-action alternative also was adjusted to be consistent with the criteria used to design new and updated build alternatives and options. This draft supplemental EIS analyzed two build alternatives and one no action alternative. The no-action alternative includes planned and programmed roadway and transit improvements in the project area and the replacement of the existing I-70 viaduct between Brighton Boulevard and Colorado Boulevard without adding capacity. The Revised Viaduct Alternative replaces the viaduct between Brighton Boulevard and Colorado Boulevard. The Revised Viaduct Alternative, North Option expands the north edge of the highway up to 160 feet north from the existing highway edge in some areas. The Revised Viaduct Alternative, South Option extends the south edge of the highway up to 140 feet south of the existing highway edge. Local east-west access is available along 46th Avenue, a four-lane road located underneath the south side of I-70. The Partial Cover Lowered Alternative, the preferred alternative, removes the viaduct between Brighton Boulevard and Colorado Boulevard and reconstructs I-70 below the existing ground level. The location of 46th Avenue will be adjacent to I-70. The Partial Cover Lowered Alternative includes two Connectivity Options: Basic and Modified. With the Basic Option, a highway cover is designed over I-70 between Clayton Street and Columbine Street, adjacent to Swansea Elementary School. Urban landscape is proposed on the cover, with the potential to include playgrounds, plazas, outdoor classrooms, and community gardens. The Modified Option includes a second cover between St. Paul Street and Cook Street to create a potential for redevelopment in that vicinity. To accommodate the second cover, highway access at Steele Street/Vasquez Boulevard is moved to Colorado Boulevard. POSITIVE IMPACTS: By increasing the capacity and ameliorating infrastructure design flaws, any of the build alternatives would vastly improve traffic movements along the Corridor, generally enhancing the entire transportation network serving commuters, commercial travelers, and tourists in the Denver region. Long-distance travelers passing through Denver would also experience safer conditions and lower travel times than at present. NEGATIVE IMPACTS: The build alternatives would cause impacts to local circulation and traffic volumes. Between 39 to 44 residences and 15 to 24 businesses would be relocated with the preferred alternative. These relocations predominantly would affect minority groups. Noise and dust during construction could be particularly problematic for residents in the neighborhoods who do not have air conditioners. Around 89 acres of land would be converted to transportation use. The preferred alternative would create direct and permanent impacts to 596.1 acres of wildlife habitat, permanent impacts to 1.06 acres of riparian areas, and temporary impacts to 0.10 acre of riparian areas. The preferred alternative would also impact around 5 acres of wetlands. Twenty-six hazardous materials sites would be affected by the preferred alternative, which would disturb between 614 and 616 acres of land. JF - EPA number: 140241, Draft Supplemental EIS Volume I--817 pages, Volume II--3,487 pages, Volume III--1,092 pages, August 29, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Community Facilities KW - Demography KW - Endangered Species (Animals) KW - Environmental Justice KW - Highways KW - Health Hazard Analyses KW - Highway Structures KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Schools KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Executive Order 12898, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671201436?accountid=14244 L2 - http://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=2014-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-70+EAST+FROM+I-15+TO+TOWER+ROAD%2C+DENVER%2C+COLORADO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2008%29.&rft.title=I-70+EAST+FROM+I-15+TO+TOWER+ROAD%2C+DENVER%2C+COLORADO+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2008%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boulder, Colorado; DOT N1 - Date revised - 2015-04-01 N1 - SuppNotes - Draft. Preparation date: August 29, 2014 N1 - Last updated - 2015-04-09 ER - TY - RPRT T1 - LOS ANGELES EASTSIDE TRANSIT CORRIDOR PHASE 2, LOS ANGELES COUNTY, CALIFORNIA. AN - 1669442104; 16234 AB - PURPOSE: The Los Angeles County Metropolitan Transportation Authority (Metro) proposes to implement a light rail transit (LRT) project that would extend the Metro Gold Line Eastside Extension from the existing Atlantic Station to the east by 6.9 to 9.5 miles. The proposed build alternatives would terminate near State Route 60 (SR 60)/Peck Road or Washington Boulevard and Lambert Road. The Eastside Transit Corridor Phase 2 project area encompasses over 50 square miles of communities to the east and southeast of downtown Los Angeles. It includes portions of the cities of Commerce, Los Angeles, Montebello, Monterey Park, Pico Rivera, Rosemead, Santa Fe Springs, South El Monte, Whittier, and portions of unincorporated Los Angeles County, which include East Los Angeles and west Whittier-Los Nietos. Alternatives studied include a No Build Alternative, a Transportation System Management (TSM) Alternative, and two LRT build alternatives. The No Build Alternative is the future scenario without either of the proposed build alternatives. The No Build Alternative does not include any major service improvements or new transportation infrastructure beyond what is listed in Metros 2009 Long Range Transportation Plan (LRTP) through the year 2035. By the projection year of 2035, the Metro Crenshaw/Los Angeles International Airport (LAX) Line, Metro Expo Line to Santa Monica, Metro Purple Line to Westwood, Airport Metro Connector, and the South Bay Metro Green Line Extension, Metro Gold Line to Montclair, the LAX People Mover, and the Regional Connector that will connect existing lines through downtown Los Angeles will have opened. A number of bus routes will have been reorganized and expanded to provide connections with these new rail lines. The TSM Alternative includes all of the transit and roadway provisions of the No Build Alternative, plus proposed enhancements to existing bus service. Under the TSM Alternative, the basic approach is to enhance the east-west bus service in the same corridor as the build alternatives to develop the TSM network. In order to leverage the investment in an east-west transit spine, the TSM Alternative also includes enhancements to north-south bus services that would feed and integrate with the improved east-west spine. An LRT system consists of electric trains powered by overhead wires, typically operating in an urban transit setting. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way (ROW), in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. This allows light rail trains to operate in a variety of environments. From the AA effort, two build alternatives emerged which were analyzed further in this draft EIS. These alternatives are: (1)SR 60 LRT Alternative and (2) Washington Boulevard LRT Alternative. The SR 60 LRT Alternative would extend the existing Metro Gold Line Eastside Extension, a dedicated, dual track LRT system with overhead catenary wiring, from the existing Atlantic Station approximately 6.9 miles east to Peck Road. More than 94 percent of this alternative would operate in an aerial configuration, primarily within the southern portion of the SR 60 Freeway ROW. This alternative includes four stations with supporting park and ride facilities at each station. The SR 60 LRT Alternative also includes all No Build Alternative transit and roadway improvements and TSM Alternative bus services, with the exception of the Pomona Freeway Flyer (operator to be determined). One potential site has been preliminarily identified for the location of a new maintenance site, adjacent to the existing Mission Junction maintenance facility. A maintenance yard in the city of Monrovia, which is currently under construction, is also an option for the maintenance yard that would service this line. The Washington Boulevard LRT Alternative would extend the existing Metro Gold Line Eastside Extension approximately 9.5 miles east to the city of Whittier at Lambert Road. This alternative is proposed to operate in an aerial and atgrade configuration. The proposed alignment would run east at-grade from the Metro Gold Line Eastside Extension Atlantic Station along Pomona Boulevard and transition to an aerial configuration running in the south side of the SR 60 Freeway ROW to Garfield Avenue. The alternative would then turn south in an aerial configuration above Garfield Avenue. The aerial structure would continue south on Garfield Avenue and turn southeast along Washington Boulevard. At Montebello Boulevard along Washington Boulevard, the alignment would transition to a street running configuration within the center of Washington Boulevard to a terminus station located south of Washington Boulevard just west of Lambert Road in the city of Whittier. This alternative includes six stations, with park and ride facilities at all station locations, with the exception of the Whittier Boulevard station. POSITIVE IMPACTS: The proposed light rail system would enhance service to transit dependent/low-income populations, increase access to activity and employment centers, alleviate roadway congestion, and improve mobility options. NEGATIVE IMPACTS: Seventeen intersections would be significantly impacted by operation of the Washington Boulevard LRT Alternative. The Washington Boulevard LRT Alternative would adversely alter the social and physical character of the existing community along Garfield Avenue in Montebello between Via Campo and Whittier Boulevard. Even with incorporation of mitigation, operation of the Washington Boulevard LRT Alternative would still result in a considerable contribution to cumulative visual impacts along Garfield Avenue between Via Campo and Whittier Boulevard and cumulative impacts on 16 intersections. JF - EPA number: 140239, Draft EIS--678 pages, Appendices--7,603 pages, August 22, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality KW - Commercial Zones KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Seismic Surveys KW - Socioeconomic Assessments KW - Traffic Analyses KW - Tunnels (Railroads) KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Historic Sites KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1669442104?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2015-04-01 N1 - SuppNotes - Draft. Preparation date: August 22, 2014 N1 - Last updated - 2015-04-03 ER - TY - RPRT T1 - ALGONQUIN INCREMENTAL MARKET PROJECT, NEW YORK, CONNECTICUT, RHODE ISLAND, AND MASSACHUSETTS. AN - 1662628484; 16218 AB - PURPOSE: Algonquin Gas Transmission, LLC has requested authorization to expand its existing pipeline system from an interconnection at Ramapo, New York to deliver up to 342,000 dekatherms per day of natural gas transportation service to the Connecticut, Rhode Island, and Massachusetts markets. The Project would involve the construction and operation of about 37.6 miles of natural gas pipeline and associated equipment and facilities in New York, Connecticut, and Massachusetts. The majority of the pipeline facilities (about 26.3 miles or 70 percent of the total 37.6 miles) would replace existing Algonquin pipelines, while the remainder of the pipeline facilities (about 11.3 miles or 30 percent) consists of new mainline pipeline, new loop pipeline, and one new lateral pipeline. In addition to the pipeline facilities, Algonquin would modify 6 existing compressor stations and 24 existing metering and regulating (M&R) stations; construct 3 new M&R stations; and remove an existing M&R station. Modifications to the six existing compressor stations include the installation of 81,620 total horsepower (hp) in New York, Connecticut, and Rhode Island. Algonquin also proposes to abandon four existing compressor units for a total of 10,800 hp at one compressor station in New York. Algonquin would also modify three existing mainline valve (MLV) sites and five existing pig launcher/receiver sites, construct five new launcher/receiver sites, construct new MLV cross over piping at two locations, and construct a new MLV. Mainline regulation facilities would also be added at the terminus of one of the pipeline segments in New York. This draft EIS examines a no action alternative as well as energy, system, facility design and siting, and aboveground facility site alternatives. Energy alternatives considered were energy conservation and renewable energy sources such as wind, hydroelectric, biomass, solar/photovoltaic, and tidal and wave energy. The two planned proposed systems are Tennessees Connecticut Expansion Project in New York, Massachusetts, and Connecticut, and Tennessees Northeast Energy Direct Project in New York and Massachusetts. Facility design and siting alternatives include: (1) the replacement of the existing 26-inch-diameter mainline with a new 42-inch-diameter pipeline at three locations; (2) a new delivery point in the West Roxbury section of Boston to enhance and reinforce the existing Boston Gas delivery system; and (3) installation of two new gas-fired compressor units at the existing Stony Point Compressor Station, install one new gas-fired compressor unit at each of the existing Southeast, Cromwell, Chaplin, and Burrillville Compressor Stations, and restage one existing compressor unit at the existing Oxford Compressor Station. A route alternative at the Hudson River crossing the Stony Point to Yorktown Take-up and Relay segment, two route alternatives along the proposed West Roxbury Lateral, a number of minor route variations along different components of the project were evaluated. Algonquin proposes to modify six existing compressor stations and 24 existing M&R stations along its mainline system in New York, Connecticut, Rhode Island, and Massachusetts. POSITIVE IMPACTS: The proposed project would: (1) provide the pipeline capacity necessary to transport additional natural gas supplies to meet the immediate and future load growth demands of local gas utilities in southern New England; (2) eliminate capacity constraints on existing pipeline systems in New York State and southern New England; (3) provide access to growing natural gas supply areas in the Northeast region to increase competition and reduce volatility in natural gas pricing in southern New England; and (4) improve existing compressor station emissions through the replacement of existing compressor units with new, efficient units. NEGATIVE IMPACTS: The pipeline segments would traverse about 7.2 miles of shallow bedrock that may require blasting. Existing soil contamination could be encountered during construction. The Project would cross 108 waterbodies, including 42 perennial streams, 62 intermittent streams, 3 ephemeral streams, and a ponded area. Construction of the Project would impact 52.3 acres of wetlands, about 24.0 acres in New York and 28.3 in Connecticut. Of the total wetland acreage, about 35.3 acres (67 percent) would involve herbaceous and shrub-scrub wetlands, and the remaining 17.1 acres (33 percent) would involve forested wetlands. Construction of the proposed Project facilities would temporarily disturb about 362.9 acres of vegetation (164.0 acres of open land and 198.9 acres of forested vegetation) and permanently affect 36.3 acres (8.3 acres of open land and 28.0 acres of forested vegetation). Thirty-one of the Project waterbody crossings support fisheries of special concern. JF - EPA number: 140223, Draft EIS--433 pages, Appendices--485 pages, August 15, 2014 PY - 2014 KW - Energy KW - Agency number: FERC/EIS-0254D KW - Fisheries KW - Wetlands KW - Soils KW - Vegetation KW - Water Quality KW - Pumping Plants KW - Rivers KW - Sediment Control KW - Pipelines KW - Natural Gas KW - Wildlife Habitat KW - New York KW - Connecticut KW - Rhode Island KW - Massachusetts KW - Natural Gas Act of 1938, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1662628484?accountid=14244 L2 - http://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=2014-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALGONQUIN+INCREMENTAL+MARKET+PROJECT%2C+NEW+YORK%2C+CONNECTICUT%2C+RHODE+ISLAND%2C+AND+MASSACHUSETTS.&rft.title=ALGONQUIN+INCREMENTAL+MARKET+PROJECT%2C+NEW+YORK%2C+CONNECTICUT%2C+RHODE+ISLAND%2C+AND+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2015-03-01 N1 - SuppNotes - Draft. Preparation date: August 15, 2014 N1 - Last updated - 2015-03-13 ER - TY - RPRT T1 - REDLANDS PASSENGER RAIL PROJECT, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 1662628475; 16223 AB - PURPOSE: The Redlands Passenger Rail Project, passenger rail operations along an approximately nine-mile corridor extending east from the City of San Bernardino to City of Redlands, is proposed. The Project proposes local and express train service via five station stops located at E Street, Tippecanoe Avenue (or Waterman Avenue), New York Street, Orange Street (Downtown Redlands), and University Street (University of Redlands). The San Bernardino Associated Governments (SANBAG) proposes the replacement of the existing railroad tracks and ties, reconstruction or rehabilitation of existing bridge structures, construction of station platforms and a train layover facility, and auxiliary improvements such as parking, at-grade roadway crossings, and pedestrian access. Project operations would start in 2018. Trains would operate every 30 minutes in the peak periods and every hour in the off-peak period. This draft EIS examines a no build alternative and two action alternatives. Under Alternative 1, the No Build Alternative, SANBAG would not implement passenger rail service. Alternative 2, the Preferred Project, would involve the implementation of passenger rail service between E Street in the City of San Bernardino and the University of Redlands in the City of Redlands. Major components included as part of the Preferred Project include: reconstruction of tracking, at-grade roadway crossings, and existing bridge crossings; construction of four new rail stations; various drainage and roadway improvements, and a new train layover facility. Passenger train operations would include local transit service, which would operate on 30-minute headways during peak hours and one-hour headways during non-peak hours during weekdays, and up to two express trains during the AM and PM peak hours. Alternative 3, the Reduced Project Footprint, would include the development of the Preferred Project within a reduced footprint with the primary objective of minimizing disturbance to biological and historic resources that border and intersect the railroad corridor. Train operations and the remaining track infrastructure under this alternative would be the same as those identified for the Preferred Project. The changes in the Projects footprint under Alternative 3 would occur at the following locations: (1) alternative design for Bridge 3.4 at the Santa Ana River; (2) reduced length of bank improvements along the Mission Zanja Channel; (3) reduced construction limits at the California/I-10 Citrus Grove; and (4) reduced roadway improvements at Sylvan Park. This draft EIS also examines three design options. Under Design Option 1, the proposed train layover facility would be constructed at an alternate site located in the City of San Bernardino, east of Waterman Avenue and immediately north of the existing railroad ROW. Train operations and the remaining track and station infrastructure under this alternative would be similar as those identified for the Preferred Project. Under Design Option 2, Project related layover operations would be integrated with existing layover operations at Metrolinks Eastern Maintenance Facility (EMF) and Inland Empire Maintenance Facility (IEMF). Train operations and the remaining track and station infrastructure under this alternative would be similar to those identified for the Preferred Project. Under Design Option 3, the rail station located at Tippecanoe Avenue would be relocated to a vacant site just east of Waterman Avenue and south of the railroad ROW. The remaining track and station infrastructure under this alternative would be the same as those identified for the Preferred Project. Train operations would be similar to the Preferred Project with train stops occurring at Waterman Avenue instead of Tippecanoe Avenue. POSITIVE IMPACTS: The Project could result in changes to the Planning Areas employment, income, and tax revenues. NEGATIVE IMPACTS: The Project would divide established communities and disrupt community cohesion during construction. Implementation of the Project could substantially degrade the existing visual character or quality of the Study Area and its surroundings. The Project would result in a permanent increase in ambient noise levels in the Study Area. The Project would include the placement of structures within a 100-year flood hazard area, which could result in damage to proposed structures, existing structures downstream, or redirection of flood flows and corresponding inundation depths. JF - EPA number: 140228, Draft EIS--707 pages, Appendices--7,069 pages, August 15, 2014 PY - 2014 KW - Roads and Railroads KW - Section 404 Permits KW - Floodplains KW - Flood Hazards KW - Visual Resources KW - Noise KW - Socioeconomic Assessments KW - Cultural Resources KW - Rapid Transit Systems KW - Railroads KW - Railroad Structures KW - Employment KW - Historic Sites KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1662628475?accountid=14244 L2 - http://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=2014-08-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REDLANDS+PASSENGER+RAIL+PROJECT%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=REDLANDS+PASSENGER+RAIL+PROJECT%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2015-03-01 N1 - SuppNotes - Draft. Preparation date: August 15, 2014 N1 - Last updated - 2015-03-13 ER - TY - JOUR T1 - Statistical methods for modeling the risk of runway excursions AN - 1547850851; 20287179 AB - The goals of this paper are to: (i) enhance the manner in which fatal airport runway excursions are modeled and quantified and (ii) explore a means to mitigate their occurrence and severity. While other research in predicting runway excursions has focused on the type of excursion, this work focuses on predicting if the excursion will generate fatalities. As the adverse effects of fatalities can be extreme in nature, there exists a need to be able to: (i) understand the root causes of fatal excursions, (ii) predict the likelihood of fatal excursions, and (iii) measure the efficacy of risk management strategies employed to prevent them. This work summarizes and applies techniques of data analysis for runway excursions, a significant problem in air travel safety which can lead to fatalities. The techniques deployed in this work to model excursions include logistic regression and Bayesian logistic regression, each of which have strengths and weaknesses in terms of descriptive (e.g. highlighting factors that impact fatalities) and prescriptive (e.g. predicting fatalities under particular operating conditions) domains. An innovative use of the results of this data analysis is in enhancing the likelihood assessment of the traditional risk matrix, which combines (often arbitrary) assessments of likelihood and consequence for particular risk scenarios. Several real-world excursion response options aimed at reducing fatalities through improvements to aviation facilities and processes are compared on the basis of impact, cost, and feasibility. JF - Journal of Risk Research AU - Wagner, Dustin CS AU - Barker, Kash AD - Federal Aviation Administration, Oklahoma, OK, USA. Y1 - 2014/08/09/ PY - 2014 DA - 2014 Aug 09 SP - 885 EP - 901 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 17 IS - 7 SN - 1366-9877, 1366-9877 KW - Risk Abstracts KW - Risk assessment KW - Travel KW - Feasibility studies KW - Mortality KW - Risk management KW - Risk factors KW - Safety KW - Airports KW - Side effects KW - Innovations KW - R2 23070:Economics, organization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547850851?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=Journal+of+Risk+Research&rft.atitle=Statistical+methods+for+modeling+the+risk+of+runway+excursions&rft.au=Wagner%2C+Dustin+CS%3BBarker%2C+Kash&rft.aulast=Wagner&rft.aufirst=Dustin&rft.date=2014-08-09&rft.volume=17&rft.issue=7&rft.spage=885&rft.isbn=&rft.btitle=&rft.title=Journal+of+Risk+Research&rft.issn=13669877&rft_id=info:doi/10.1080%2F13669877.2013.822913 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Last updated - 2015-07-23 N1 - SubjectsTermNotLitGenreText - Feasibility studies; Travel; Risk assessment; Risk management; Mortality; Risk factors; Safety; Airports; Side effects; Innovations DO - http://dx.doi.org/10.1080/13669877.2013.822913 ER - TY - RPRT T1 - NC-1409 (MILITARY CUTOFF ROAD) EXTENSION AND PROPOSED US 17 HAMPSTEAD BYPASS, NEW HANOVER AND PENDER COUNTIES, NORTH CAROLINA. AN - 1662628472; 16215 AB - PURPOSE: The US 17 Hampstead Bypass project (Project R-3300) is proposed. The North Carolina Department of Transportation (NCDOT) proposes to construct an additional interchange at the northern end of the US 17 Hampstead Bypass to address citizens concerns regarding access along existing US 17. For project U-4751, the NCDOT proposed to extend Military Cutoff Road as a six-lane divided roadway on new location from its current terminus at US 17 (Market Street) in Wilmington north to an interchange with the US 17 Wilmington Bypass (John Jay Burney Jr. Freeway). Limited and full control of access is proposed. For project R-3300 NCDOT proposed to construct the US 17 Hampstead Bypass as a freeway mostly on new location. The US 17 Hampstead Bypass will connect to the proposed Military Cutoff Road Extension at the existing US 17 Wilmington Bypass and extend to existing US 17 north of Hampstead. Full control of access is proposed for the US 17 Hampstead Bypass. The current cost estimate for U-4751 is $113.1 million, and the estimate for R-3300 is $242.7 million. POSITIVE IMPACTS: The project will improve traffic flow and level of service on US 17 and Market Street in the study area. The project will also enhance safety along US 17 and Market Street by separating through traffic from the local traffic. NEGATIVE IMPACTS: Construction would impact 16.6 to 18.0 miles of streams, 218.4 to 384.4 acres of wetlands, 406 to 518 acres of forest, and 49.9 to 67.5 acres of important farmlands. Implementation would likely adversely affect federally protected species including red-cockaded woodpecker, Cooleys meadowrue, golden sedge, and rough-leaved loosestrife. New right-of-way would displace 59 to 95 residences, 84 or 106 businesses, and one or four historic properties. Noise receptor impacts would range from 236 to 310. The Military Cutoff Road Extension could impact five properties that either have or formerly had underground storage tanks. JF - EPA number: 140219, Final EIS--597 pages, August 8, 2014 PY - 2014 KW - Roads and Railroads KW - Birds KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina 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/1662628472?accountid=14244 L2 - http://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=2014-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC-1409+%28MILITARY+CUTOFF+ROAD%29+EXTENSION+AND+PROPOSED+US+17+HAMPSTEAD+BYPASS%2C+NEW+HANOVER+AND+PENDER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NC-1409+%28MILITARY+CUTOFF+ROAD%29+EXTENSION+AND+PROPOSED+US+17+HAMPSTEAD+BYPASS%2C+NEW+HANOVER+AND+PENDER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Wilmington, North Carolina; ARMY N1 - Date revised - 2015-03-01 N1 - SuppNotes - Final. Preparation date: August 8, 2014 N1 - Last updated - 2015-03-16 ER - TY - RPRT T1 - I-10 MOBILE RIVER BRIDGE AND BAYWAY WIDENING [PROJECT NO. DPI-0030(005)], MOBILE AND BALDWIN COUNTIES, ALABAMA. AN - 16388315; 16209 AB - PURPOSE: A project to increase the capacity of Interstate Route 10 (I-10) by constructing a new six-lane bridge across the Mobile River and widening the existing I-10 bridges across Mobile Bay from four to eight lanes is proposed. This draft EIS examines four build alternatives and a no action alternative. Alternative A would require the widening of existing I-10 from ten lanes to twelve lanes for a distance of 1.1 miles. The bridge would follow the existing I-10 route to the north and would then shift east to cross over the Canal Street/I-10 interchange, span the Mobile Harbor Federal Navigation Channel, and tie into the Bayway approximately one mile east of the Wallace Tunnels. The cable-stayed bridge structure would begin at the bank of the Mobile River in Mobile County at Canal Street. Modifications would be require for the Canal Street, Broad Street, Virginia Street, US 98, and US 90 interchanges. Alternative B follows a path similar to that of Alternative A, further to the south. It would require the widening of I-10 from ten lanes to twelve lanes for a distance of 1.06 miles. The widening would end between the I-10/Virginia Street and the I-10/Texas Street interchanges where the bridge would begin. The bridge would follow the existing I-10 route to the northeast and shift east to cross over the I-10-Canal Street interchange, span the Mobile Harbor Federal Navigation Channel, and tie into the I-10 Bayway approximately 1.0 mile east of the Wallace Tunnels. The cable-stayed bridge structure approaches would begin at the bank of the Mobile River in Mobile County west of Royal Street. Alternative B follows a path similar to that of Alternative B. It would require the widening of I-10 from ten lanes to twelve lanes for a distance of 0.87 mile. The bridge would follow the existing I-10 route to the northeast and would shift east to cross over the I-10/Canal Street interchange, span the Mobile Harbor Federal Navigation Channel, and tie into the I-10 Bayway approximately 0.88 mile east of the Wallace Tunnels. The cable-stayed bridge structure approaches would begin at the bank of the Mobile River west of Royal Street. The bridge approach structures would begin approximately 5,500 feet east and west of the navigation channel to achieve required vertical clearance. The bridge would have a main span skew length of 1,250 feet with symmetrical side spans of 725 feet each. Alternative C would require a total of 0.5 mile of existing I-10 eastbound roadway to be widened from four to six lanes. The bridge would begin approximately 600 feet west of the I-10/Virginia Street overpass. The bridge would follow the existing I-10 route to the northeast and would turn east at the Texas Street Recreation Center crossing over the Mobile County Sheriffs office, span the Mobile Harbor Federal Navigation Channel, pass by the northwest corner of the USACE disposal site, and tie into the I-10 Bayway approximately 1.25 mile east of the Wallace Tunnels. The bridge would have a main span length of 1,000 feet with symmetrical adjacent spans 550 feet in length. The total costs of all alternatives is as follows: (1) Alternative A, $782.6 million; (2) Alternative B, $771.2 million; (3) Alternative B, $773.1 million; and (4) Alternative C, $791.0 million. POSITIVE IMPACTS: Continued operation of the project, as well as project spending related to construction of the new fish ladder and other ongoing maintenance, would have a positive effect on the regional economy. Positive effects would be realized through support of companies providing materials and services for the project, the presence of the project workforce and associated consumer spending, and project tax contributions to state and local governments. NEGATIVE IMPACTS: The Preferred Alterantive would require acquisition of twelve businesses. Under the Preferred Alternative, the shipyard impacts considered are the loss of drill rigs repair and construction activity at former Bender Yard #9. The Preferrred Alternative would also impact the maritime industry by $6.1 million. At least eight sites along the proposed Preferred Alternative have been identified as having potential hazardous materials. Construction of the cable-stayed bridge would impact approximately 1.7 acres f wetland habitat dominated by common reed and cattail. The proposed project could impact Alabama red-bellied turtle populations. For the Preferred Alternative, noise impacts are predicted to occur at 271 receptor sites representing 275 individual noise-sensitive receiver sites. JF - EPA number: 140213, Draft EIS--319 pages, Appendices--1,704 pages, August 8, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-14-01-D KW - Section 4(f) Statements KW - Rivers KW - Bridges KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Traffic Analyses KW - Visual Resources Surveys KW - Water Quality KW - Water Resources KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Alabama KW - Mobile River KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - General Bridge Act of 1946, Coast Guard Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388315?accountid=14244 L2 - http://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=2014-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-10+MOBILE+RIVER+BRIDGE+AND+BAYWAY+WIDENING+%2C+MOBILE+AND+BALDWIN+COUNTIES%2C+ALABAMA.&rft.title=I-10+MOBILE+RIVER+BRIDGE+AND+BAYWAY+WIDENING+%2C+MOBILE+AND+BALDWIN+COUNTIES%2C+ALABAMA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2015-03-01 N1 - SuppNotes - Draft. Preparation date: August 8, 2014 N1 - Last updated - 2015-03-16 ER - TY - RPRT T1 - US 97 BEND NORTH CORRIDOR PROJECT, DESCHUTES COUNTY, OREGON. AN - 16380677; 16207 AB - PURPOSE: Improvements to address congestion, traffic flow, and safety on a six-mile segment of US 97 in Deschutes County, Oregon are proposed. The project area consists of a corridor between the Deschutes Market Road/Tumalo Junction interchange and the Empire Avenue interchange. US 97 is classified as a statewide facility and freight route on the National Highway System along its entire length, and as an expressway from the City of Redmond through Bend and in many other sections of the highway. In the Bend area, US 97 is used as a route for local residents to travel to and from home and work, and it is a connection to area shopping, dining, businesses, schools and recreation. Bends population growth, in combination with US 97 also serving to move freight and traffic through the region, has led to an increase in traffic congestion and delay, disruptions in traffic flow, and an increase in the severity of vehicular crashes. Three alternatives, including a No Build Alternative, are considered in this final EIS. The East DS1 and East DS2 Alternatives would reroute US 97, from just north of Cooley Road to approximately Empire Avenue, east of its current alignment, adjacent to the existing railroad tracks. Where US 97 is realigned, the current US 97 roadway would be used as a portion of the extension of 3rd Street. A new interchange would be constructed in the northern portion of the corridor, near Bowery Lane. For the East DS1 Alternative, US 97 would have two northbound and two southbound travel lanes, separated by median barrier. Between Cooley Road and the City of Bend's urban growth boundary (UGB), 3rd Street would have two northbound lanes and two southbound lanes. North of the UGB, 3rd Street would have one northbound travel lane and one southbound travel lane. US 97 would have a full diamond interchange with 3rd Street just north of Bowery Lane. The interchange would allow all northbound and southbound movements on to and off of US 97. From Cooley Road, travelers would travel 1.4 miles on northbound 3rd Street to access US 97 via the full diamond interchange. At the interchange, 3rd Street would be elevated above US 97 and would have one eastbound and one westbound travel lane. Access to properties east of US 97 would be provided by new roads which would be connected to 3rd Street. Under the East DS2 Alternative, the new extension of 3rd Street would connect with US 97 through a directional interchange on the southeast side of the Deschutes Memorial Gardens and Chapel. The directional interchange would allow southbound US 97 traffic to flow freely via an off-ramp to southbound 3rd Street and would also allow northbound 3rd Street traffic to cross over US 97 and flow freely via an on-ramp to northbound US 97. The estimated costs for the build alternatives include right-of-way (ROW) acquisition and construction costs and range from $170 to $220 million. The project would likely be funded in increments, which would necessitate either build alternative being constructed in multiple phases. Construction is planned to begin in 2014. POSITIVE IMPACTS: Incremental improvements would reduce delay, congestion, and the number and severity of crashes at the US 97/Cooley Road and US 97/Robal Road intersections within the medium-term planning period. In the long-term, reduced traffic congestion, improved traffic flow, and enhanced public safety would support economic development. NEGATIVE IMPACTS: New ROW would require: conversion of 131 to 180 acres of land to highway use; displacement of 43 to 51 businesses and 13 to 19 residences; removal of one historic resource; and creation of 84 to 93 acres of new impervious surfaces. JF - EPA number: 140211, Final EIS--685 pages, Appendices--1,854 pages, August 8, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-14-01-F KW - Air Quality Assessments KW - Highway Structures KW - Highways KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Oregon KW - Department of Transportation 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/16380677?accountid=14244 L2 - http://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=2014-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+97+BEND+NORTH+CORRIDOR+PROJECT%2C+DESCHUTES+COUNTY%2C+OREGON.&rft.title=US+97+BEND+NORTH+CORRIDOR+PROJECT%2C+DESCHUTES+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2015-03-01 N1 - SuppNotes - Final. Preparation date: August 8, 2014 N1 - Last updated - 2015-03-16 ER - TY - RPRT T1 - PORTAGEVILLE BRIDGE PROJECT, WYOMING AND LIVINGSTON COUNTIES, NEW YORK. AN - 16377048; 16202 AB - PURPOSE: A project to address the existing deficiencies at the Portageville Bridge by providing a modern rail crossing of the Genesee River, at its current location, that is capable of carrying current industry standards, is proposed. This rail crossing would be capable of carrying current industry standard freight rail loads, to the greatest degree possible meeting FRA Class 4 speeds, while reducing ongoing maintenance efforts and costs. The Portageville Bridge spans the Genesee River within Livingston and Wyoming Counties, New York. Norfolk Southern provides rail freight service across New York State via its Southern Tier route. The Southern Tier route is a critical freight rail link between Buffalo and Binghamton, New York, and provides connections to Canada and the eastern seaboard of the United States. The Southern Tier route is one of four Class I railroad routes in New York State and is the primary freight rail route between Buffalo and Binghamton. Class I railroads are railroad companies with annual operating revenues of more than $433.2 million in 2011. This draft EIS examines a no action alternative and the preferred build alternative. The No Action Alternative assumes the existing Portageville Bridge will remain in service and will be subject only to required maintenance. The Preferred Alternative would result in a new rail freight bridge built to support existing and anticipated future rail freight operations on the Southern Tier route. The new structure would be a single-track, 900-foot-long bridge. The centerline of the new bridge would be located approximately 75 feet south of the centerline of the existing bridge. The relocation of the bridge to the south would require a realignment of the railroad as it approaches the crossing from the east and from the west. New approach tracks would be laid approximately 1,200 feet east and 1,200 feet west of the existing bridge. Norfolk Southern would acquire approximately 2.71 acres of new right-of-way to realign the tracks. Approximately 1.95 acres of the new right-of-way are currently part of Letchworth State Park. The remaining 0.76 acres would be acquired from a private land owner. In addition, Norfolk Southern would obtain a permanent easement from the New York State Office of Parks, Recreation and Historic Preservation (OPRHP) in a 0.21-acre area adjacent to the existing embankment where access for ongoing slope stabilization is required. POSITIVE IMPACTS: The Project would address deficiencies of the existing bridge and support the long-term viability of the states freight rail network by providing a safe and efficient crossing of the Genesee River. Construction activities for the new bridge would occur outside of the stream bed and banks of the Genesee River. Removal of the existing bridge piers from the river would return the river to its natural, free-flowing condition, a long-term benefit to the river. A regional benefit is expected as increased speeds and loads may reduce demand for freight movement by truck, which, in turn, would improve air quality. The cost of the Preferred Alternative is estimated at $67.5 million. Construction of the Preferred Alternative would take place over approximately 27 months, with tree clearing activities beginning in late 2014, and completion by the end of 2017. NEGATIVE IMPACTS: The Preferred Alternative would shift the railroad right-of-way slightly to the south, requiring use of some land that is currently parkland and vacant rural land. The project would place fill in a 0.03-acre portion of a 0.09-acre freshwater wetland. The Preferred Alternative would result in an Adverse Effect on Letchworth State Park, which is listed on the State and National Registers of Historic Places (S/NRHP), because it would involve removing or altering a number of contributing elements to the parks S/NRHP listing. Removal of the existing bridge would result in an adverse impact on visual resources in Letchworth State Park. The bridge currently contributes to the scenic qualities of the park and is an iconic feature on park memorabilia. Demolition of the existing bridge could encounter contaminated and hazardous materials (CHM), including lead-based paint, contaminated soils, and asbestos. JF - EPA number: 140206, Draft EIS--402 pages, Appendices--876 pages, August 1, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-14-03D KW - Wetlands KW - Railroads KW - Railroad Structures KW - Bridges KW - Parks KW - Historic Sites KW - Air Quality KW - Water Quality KW - Land Use KW - Rivers KW - Visual Resources KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 6(f) Statements KW - Health Hazards KW - New York KW - Genesee River KW - National Historic Preservation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Parks KW - Land and Water Conservation Fund Act of 1965, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16377048?accountid=14244 L2 - http://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=2014-08-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAGEVILLE+BRIDGE+PROJECT%2C+WYOMING+AND+LIVINGSTON+COUNTIES%2C+NEW+YORK.&rft.title=PORTAGEVILLE+BRIDGE+PROJECT%2C+WYOMING+AND+LIVINGSTON+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2015-02-01 N1 - SuppNotes - Draft. Preparation date: August 1, 2014 N1 - Last updated - 2015-03-02 ER - TY - JOUR T1 - Integrated Traffic and Emission Simulation: a Model Calibration Approach Using Aggregate Information AN - 1567067030; 20483300 AB - Environmental impacts of road traffic have attracted increasing attention in project-level traffic planning and management. The conventional approach considers emission impact analysis as a separate process in addition to traffic modeling. This paper first introduces our research effort to integrate traffic, emission, and dispersion processes into a common distributed computational framework, which makes it efficient to quantify and analyze correlations among dynamic traffic conditions, emission impacts, and air quality consequences. A model calibration approach is particularly proposed when on-road or in-lab instantaneous emission measurements are not directly available. Microscopic traffic simulation is applied to generate dynamic vehicle states at the second-by-second level. Using aggregate emission estimation as standard reference, a numerical optimization scheme on the basis of a stochastic gradient approximation algorithm is applied to find optimal parameters for the dynamic emission model. The calibrated model has been validated on several road networks with traffic states generated by the same simulation model. The results show that with proper formulation of the optimization objective function, the estimated dynamic emission model can capture the trends of aggregate emission patterns of traffic fleets and predict local emission and air quality at higher temporal and spatial resolutions. JF - Environmental Modeling and Assessment AU - Ma, Xiaoliang AU - Huang, Zhen AU - Koutsopoulos, Haris AD - Traffic and Logistics, Department of Transportation Sciences, Royal Institute of Technology (KTH), Teknikringen 72, Stockholm, 10044, Sweden Y1 - 2014/08// PY - 2014 DA - Aug 2014 SP - 271 EP - 282 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 19 IS - 4 SN - 1420-2026, 1420-2026 KW - Environmental Engineering Abstracts (EN); Computer and Information Systems Abstracts (CI); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Computer simulation KW - Traffic flow KW - Calibration KW - Traffic engineering KW - Emission KW - Emission analysis KW - Dynamics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1567067030?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=Environmental+Modeling+and+Assessment&rft.atitle=Integrated+Traffic+and+Emission+Simulation%3A+a+Model+Calibration+Approach+Using+Aggregate+Information&rft.au=Ma%2C+Xiaoliang%3BHuang%2C+Zhen%3BKoutsopoulos%2C+Haris&rft.aulast=Ma&rft.aufirst=Xiaoliang&rft.date=2014-08-01&rft.volume=19&rft.issue=4&rft.spage=271&rft.isbn=&rft.btitle=&rft.title=Environmental+Modeling+and+Assessment&rft.issn=14202026&rft_id=info:doi/10.1007%2Fs10666-013-9397-8 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-10-01 N1 - Number of references - 19 N1 - Last updated - 2014-11-05 DO - http://dx.doi.org/10.1007/s10666-013-9397-8 ER - TY - RPRT T1 - MID-COAST CORRIDOR PROJECT, SAN DIEGO, CALIFORNIA (SECOND DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2001). AN - 16394974; 16188 AB - PURPOSE: The extension of the light rail transit (LRT) system in the Mid-Coast Corridor of the city of San Diego, California is proposed. The corridor is centered on Interstate 5 and extends from Downtown San Diego on the south to the University of California, San Diego (UCSD) and University City on the North. The Mid-Coast Corridor is characterized by dense urban areas and an abundance of regional activity centers and other major trip generators. A draft supplement to the 2001 final EIS was published in May 2013 to addresses the project elements and conditions in the Mid-Coast Corridor that have changed since the completion of these previous environmental studies. This limited scope draft supplement EIS evaluates a previously unidentified potentially significant impact to San Diego fairy shrimp (Branchinecta sandiegonensis), a federally listed endangered species, and discusses proposed mitigation. San Diego fairy shrimp were identified as present within an ephemeral basin which is approximately 76 feet long and 5.5 feet wide. Direct impacts would occur to the basin and San Diego fairy shrimp as a result of grading and filling activities associated with at-grade track construction to accommodate the new San Diego Trolley tracks. Impacts to ephemeral basins occupied by San Diego fairy shrimp are proposed to be mitigated at a 2:1 ratio through restoration and/or enhancement of vernal pools within west Otay mesa on property purchased for vernal pool mitigation or within another approved mitigation area. Restoration would be conducted at a minimum 1:1 ratio to achieve a no-net-loss of San Diego fairy shrimp habitat; a combination of restoration and enhancement would make up the remaining mitigation. The Mid-Coast Corridor Transit Project would extend the Trolley Blue Line from the Santa Fe Depot in Downtown San Diego to the University Towne Centre (UTC) Transit Center in University City, providing continuous service from the San Ysidro Transit Center at the U.S. - Mexico International Border to University City. The alternatives considered include a No Build Alternative and a Build Alternative. The Build Alternative would extend the existing Trolley Blue Line from the Santa Fe Depot north to the Old Town Transit Center via the existing Trolley tracks, and then north along new tracks for 10.9 miles to the UTC Transit Center. Eight new stations would be built at Tecolote Road, Clairemont Drive, Balboa Avenue, Nobel Drive, UCSD West Campus, UCSD East Campus, Executive Drive, and the UTC Transit Center. The Build Alternative includes two options: one provides for an additional station at the Veterans Administration Medical Center and the other provides for an alternative design for the proposed Genesee Avenue aerial alignment in University City which would reduce right-of-way acquisitions. The Trolley Blue Line trains would share the tracks with Trolley Green Line trains and the operating plan would provide service every 7.5 minutes during peak and off-peak periods. Capital costs are estimated at $1.985 billion in year-of-expenditure dollars. POSITIVE IMPACTS: The project would expand mass transit in the rapidly growing I-5 corridor, reducing traffic congestion and the associated noise and air pollutant emissions. Regional connectivity would be enhanced, and growing parking demands would be mitigated. Local economic and land development goals would be supported. NEGATIVE IMPACTS: The project would expand mass transit in the rapidly growing I-5 corridor, reducing traffic congestion and the associated noise and air pollutant emissions. Regional connectivity would be enhanced, and growing parking demands would be mitigated. Local economic and land development goals would be supported. Construction would result in adverse impacts related to air quality exceedances of nitrogen oxides and total organic gases, loss of 1.8 acres of wetlands and 2.8 acres of suitable riparian habitat for least Bell's vireo and southwestern flycatcher, noise, and localized impacts on roadway and pedestrian traffic and the parking supply. The temporary loss of 4.9 acres habitat could affect a number of special status species and construction activities could impact western mastiff bat and western red bat. Archaeological and paleontological sites could be impacted. One business in the Bay Park neighborhood would be displaced and visual changes would impact environmental justice populations in the University City neighborhood. JF - EPA number: 140192, Second Draft Supplemental EIS--60 pages, Appendices--318 pages, July 18, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Archaeological Sites KW - Bridges KW - Environmental Justice KW - Endangered Species (Animals) KW - Noise KW - Paleontological Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Shellfish KW - California 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/16394974?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2015-02-01 N1 - SuppNotes - Draft. Preparation date: July 18, 2014 N1 - Last updated - 2015-02-13 ER - TY - RPRT T1 - STATE ROUTE 58 (SR-58) KRAMER JUNCTION EXPRESSWAY PROJECT, SAN BERNARDINO AND KERN COUNTIES, CALIFORNIA. AN - 16380835; 16191 AB - PURPOSE: The widening and realigning of a 13.3-mile segment of State Route 58 (SR 58) centered on Kramer Junction, where SR 58 intersects with U.S. Highway 395 (US 395), in San Bernardino County, California are proposed. The project area is in the western portion of the Mojave Desert and open land lies within one-third mile in each direction from Kramer Junction. Much of the open land south and southwest of Kramer Junction falls within the 470-square-mile Edwards Air Force Base installation. SR 58 is a major east-west transportation corridor with a high percentage of truck traffic transporting goods in and out of the state. The segment of SR 58 within the project limits is currently a non-standard two-lane highway between a four-lane freeway to the west and a four-lane expressway to the east. This two-lane segment includes an at-grade signalized intersection at SR 58/US 395 (Kramer Junction), an at-grade crossing of the Burlington Northern Santa Fe (BNSF) railroad west of that intersection, and numerous uncontrolled at-grade driveway and street access points. The two-lane segment operates at a deficient level of service during peak hours and vehicles are required to stop and wait for trains crossing SR 58. Five alternatives, including a No Build Alternative (Alternative 4) are considered in this final EIS. Each of the build alternatives would realign and widen SR 58 from 0.4 miles west of the Kern County/San Bernardino County line to a point that is approximately 7.5 miles east of US 395 and construct a railroad grade separation and an interchange at the SR 58/US 395 Junction. Typical cross sections of the proposed SR 58 four-lane expressway would consist of a 400-foot right-of-way (ROW), 100-foot median, 10-foot outside shoulders, and five-foot inside shoulders. The 0.3-mile segment of US 395 adjacent to SR 58 would be widened from two lanes to four lanes plus a left-turn lane. Dual crossing structures (one for eastbound vehicles and the other for westbound vehicles) would grade-separate mainline SR 58 traffic from US 395 and would be 151 feet in length and have a total height of 30 feet. The interchange ramps from SR 58 would have a single merge/diverge lane that transitions to two 12-foot lanes at the connection to US 395. Stop signs would be installed at the termini of off-ramps. An additional set of dual crossing structures would grade-separate mainline SR 58 traffic from the BNSF railroad line and would have a maximum length of 611 feet and a height of 21.5 feet. Alternative 1 would be located to the north of the existing SR 58 and would involve the construction of four diamond ramps at US 395. The SR 58 crossing structures over the BNSF railroad would be located 2.5 miles to the east of Kramer Junction. Alternative 1A would be located to the north of the existing SR 58 and would involve the construction of a spread diamond and cloverleaf interchange at US 395. The SR 58 crossing structures over the BNSF railroad would be located 2.5 miles to the east of Kramer Junction. Under Alternative 2, the new facility would be located adjacent to the existing SR 58 and four diamond ramps would be constructed at US 395. The SR 58 crossing structures over the BNSF railroad would be located 3.9 miles to the west of Kramer Junction. Alternative 3 would be located to the north of the existing SR 58 and would include four diamond ramps at US 395. The SR 58 crossing structures over the BNSF railroad would be located 2.6 miles to the west of Kramer Junction. Construction cost estimates for Alternatives 1, 1A, 2, and 3 are $149.2, $147.4, $332.2, and $196.1 million, respectively. POSITIVE IMPACTS: The expressway project would improve east-west mobility by reducing congestion and maintaining an uninterrupted and consistent facility between economic and community centers. Separation of rail and vehicular traffic would eliminate traffic conflicts and delays. NEGATIVE IMPACTS: Project implementation would fragment and destroy wildlife habitat. Construction would result in the loss of 529 to 543 acres of habitat suitable for the desert tortoise and Mohave ground squirrel. Habitat loss would also affect burrowing owl, loggerhead shrike, Le Contes thrasher, and American badger. JF - EPA number: 140195, Final EIS Volume I--798 pages, Volume II--166 pages, July 18, 2014 PY - 2014 KW - Roads and Railroads KW - Desert Land KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wildlife Habitat KW - California KW - Mojave Desert KW - Surface Transportation Assistance Act of 1982, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16380835?accountid=14244 L2 - http://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=2014-07-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+58+%28SR-58%29+KRAMER+JUNCTION+EXPRESSWAY+PROJECT%2C+SAN+BERNARDINO+AND+KERN+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+58+%28SR-58%29+KRAMER+JUNCTION+EXPRESSWAY+PROJECT%2C+SAN+BERNARDINO+AND+KERN+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 - 2015-02-01 N1 - SuppNotes - Final. Preparation date: July 18, 2014 N1 - Last updated - 2015-02-13 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 1653116096; 16180 AB - PURPOSE: The extension of an existing runway at Gnoss Field Airport, a general aviation airport located adjacent to the city of Novato, Marin County, California is proposed. Gnoss Field is a reliever airport owned and operated by the county and serves as an essential regional transportation resource by providing general aviation facilities in the northern portion of the San Francisco Bay area. Most of the aircraft served are single-engine propeller aircraft, but there are also twin-engine propeller and business jet aircraft. The airport is built in an area of reclaimed salt water tidal marshlands that are part of the formerly extensive salt marshes present around the northwest corner of San Pablo Bay, characterized by muds and clays found in marshes, swamps, and waterways. The area comprises an element of the extensive wetlands associated with San Francisco Bay, which once formed the largest contiguous tidal marsh system present on the Pacific Coast of North America. Gnoss Field lies within the original flood plain of the Petaluma River at sea level. The current 3,300-foot single runway at Gnoss Field requires pilots to restrict the weight of the aircraft well below what the aircraft could accommodate, which is done by either reducing fuel or by reducing passengers and/or cargo. Three alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The proposed action (Alternative B) would involve extending Runway 13/31 to the northwest by 1,100 feet while maintaining its current 75-foot width and making corresponding changes to taxiways, runway safety areas (RSAs), drainage channels, and levees. Additionally, in order for the extended runway to become operational, the Federal Aviation Administration would need to develop air traffic control and airspace management procedures that affect the safe and efficient movement of air traffic to and from the runway. Such actions could include the establishment or modification of flight procedures and the installation and/or relocation of navigational aids. Under Alternative D, the runway would be extended to the southeast by 240 feet and to the northwest by 860 feet. Under both action alternatives, the runway extension and northern RSA would be located almost entirely on wetlands that would require filling. POSITIVE IMPACTS: A 4,400-foot runway would allow existing aircraft at Gnoss Field Airport to operate at maximum gross takeoff weight under hot weather and other adverse weather conditions. NEGATIVE IMPACTS: Implementation of the proposed action would require the acquisition of 0.1 acre of undeveloped land, enclose 13 additional acres of the 3,875-acre floodplain behind the airport levee, impact 11.8 acres of wetlands, and remove 22.9 acres of plant and wildlife habitat including 6.9 acres of permanent habitat loss and 16.1 acres of temporary habitat loss. Alternative D would require acquisition of 3.7 acres of undeveloped land, enclose 15 additional acres of the floodplain, impact 12.7 acres of wetlands, and remove 26.7 acres of plant and wildlife habitat including 8.2 acres of permanent habitat loss and 18.4 acres of temporary habitat loss. JF - EPA number: 140184, Final EIS--415 pages, Appendices--1,453 pages, July 3, 2014 PY - 2014 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Dikes KW - Drainage KW - Floodplains KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1653116096?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Brisbane, California; DOT N1 - Date revised - 2015-02-01 N1 - SuppNotes - Final. Preparation date: July 3, 2014 N1 - Last updated - 2015-02-11 ER - TY - JOUR T1 - Chlorophyll and suspended sediment mapping to the Caribbean Sea from rivers in the capital city of the Dominican Republic using ALOS AVNIR-2 data AN - 1540229392; 20117053 AB - This study aims to study the distribution of contaminants in rivers that flow into the Caribbean Sea using chlorophyll-a (Chl-a) and suspended sediment (SS) as markers and ALOS AVNIR-2 satellite sensor data. The Haina River (HN) and Ozama and Isabela Rivers (OZ-IS) that flow through the city of Santo Domingo, the capital of the Dominican Republic, were chosen. First, in situ spectral reflectance/Chl-a and SS datasets obtained from these rivers were acquired in March 2011 (case A: with no rain influence) and June 2011 (case B: with rain influence), and the estimation algorithm of Chl-a and SS using AVNIR-2 data was developed from the datasets. Moreover, the developed algorithm was applied to AVNIR-2 data in November 2010 for case A and August 2010 for case B. Results revealed that for Chl-a and SS estimations under cases A and B conditions, the reflectance ratio of AVNIR-2 band 4 and band 3 (AV4/AV3) and the reflectance of AVNIR-2 band 4 (AV4) were effective. The Chl-a and SS mapping results obtained using AVNIR-2 data corresponded with the field survey results. Finally, an outline of the distribution of contaminants at the mouth of the river that flows into the Caribbean Sea was obtained for both rivers in cases A and B. JF - Environmental Monitoring and Assessment AU - Sakuno, Yuji AU - Mino, Esteban R AU - Nakai, Satoshi AU - Mutsuda, Hidemi AU - Okuda, Tetsuji AU - Nishijima, Wataru AU - Castro, Rolando AU - Garcia, Amarillis AU - Pena, Rosanna AU - Rodriguez, Marcos AU - Depratt, GConrado AD - Department of Transportation and Environmental Systems, Graduate School of Engineering, Hiroshima University, Hiroshima, Japan, sakuno@hiroshima-u.ac.jp Y1 - 2014/07// PY - 2014 DA - July 2014 SP - 4181 EP - 4193 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 186 IS - 7 SN - 0167-6369, 0167-6369 KW - Pollution Abstracts; Oceanic Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; Aqualine Abstracts; Water Resources Abstracts; Environment Abstracts; Meteorological & Geoastrophysical Abstracts KW - Pollution monitoring KW - Chlorophyll KW - Reflectance KW - Sensors KW - Remote sensing KW - Algorithms KW - Freshwater KW - Resuspended sediments KW - ASW, Caribbean Sea KW - Pollutants KW - River Flow KW - Mapping KW - Urban areas KW - Environmental monitoring KW - Rivers KW - Sediment pollution KW - Suspended Sediments KW - Mathematical models KW - Pollution detection KW - River discharge KW - Satellites KW - Suspended matter in seawater KW - Dominican Republic KW - Rain KW - ASW, Caribbean Sea, Greater Antilles, Dominican Rep. KW - AQ 00001:Water Resources and Supplies KW - SW 5080:Evaluation, processing and publication KW - O 4080:Pollution - Control and Prevention KW - P 1000:MARINE POLLUTION KW - Q5 08502:Methods and instruments KW - ENA 12:Oceans & Estuaries KW - M2 551.578.1:Liquid (551.578.1) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1540229392?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Environmental+Monitoring+and+Assessment&rft.atitle=Chlorophyll+and+suspended+sediment+mapping+to+the+Caribbean+Sea+from+rivers+in+the+capital+city+of+the+Dominican+Republic+using+ALOS+AVNIR-2+data&rft.au=Sakuno%2C+Yuji%3BMino%2C+Esteban+R%3BNakai%2C+Satoshi%3BMutsuda%2C+Hidemi%3BOkuda%2C+Tetsuji%3BNishijima%2C+Wataru%3BCastro%2C+Rolando%3BGarcia%2C+Amarillis%3BPena%2C+Rosanna%3BRodriguez%2C+Marcos%3BDepratt%2C+GConrado&rft.aulast=Sakuno&rft.aufirst=Yuji&rft.date=2014-07-01&rft.volume=186&rft.issue=7&rft.spage=4181&rft.isbn=&rft.btitle=&rft.title=Environmental+Monitoring+and+Assessment&rft.issn=01676369&rft_id=info:doi/10.1007%2Fs10661-014-3689-6 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-01 N1 - Number of references - 34 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Rivers; Environmental monitoring; Resuspended sediments; Sediment pollution; Pollution detection; Mathematical models; Reflectance; River discharge; Mapping; Suspended matter in seawater; Algorithms; Pollution monitoring; Chlorophyll; Sensors; Remote sensing; Satellites; Urban areas; Suspended Sediments; Pollutants; River Flow; Rain; ASW, Caribbean Sea; Dominican Republic; ASW, Caribbean Sea, Greater Antilles, Dominican Rep.; Freshwater DO - http://dx.doi.org/10.1007/s10661-014-3689-6 ER - TY - RPRT T1 - FREEPORT LNG LIQUEFACTION PROJECT, PHASE II MODIFICATION PROJECT, BRAZORIA COUNTY, TEXAS. AN - 16388133; 16174 AB - PURPOSE: Freeport LNG has submitted separate proposals to the Federal Energy Regulatory Commission (FERC) for authorization to: (1) modify previously authorized facilities at Freeport LNGs existing Quintana Island terminal known as the Phase II Modification Project for support of liquefied natural gas (LNG) export or import; and (2) develop new liquefaction facilities and LNG export capacity known as the Liquefaction Project. The proposed Phase II Modification Project includes modification to the previously authorized LNG vessel berthing dock, LNG transfer pipelines, LNG unloading arms, and the access road system. The Liquefaction Plant, located at and adjacent to the existing LNG terminal, would consist of three propane pre-cooled mixed refrigerant liquefaction trains, each capable of producing a nominal 4.4 million metric tons per annum (mtpa) of LNG (13.2 mtpa total) for export, which equates to a total liquefaction capacity of approximately 1.8 billion cubic feet per day of natural gas. In support of the Liquefaction Plant, Freeport LNG proposes to constructs a natural gas Pretreatment Plant located about 2.5 miles north of the existing Quintana Island terminal. The Pretreatment Plant would process the gas for liquefaction. In addition, several interconnecting pipelines and utility lines including a 5.0-mile-long, 12-inch diameter boil-off gas (BOG) feed gas line from the terminal to the Pretreatment Plant. In this final EIS, the Proposed Action, a No Action Alternative, and several system, route, and aboveground facility site alternatives were examined. Under the No Action Alternative, the objectives of the proposed projects would not be met. The system, route, and aboveground facility site alternatives examined would not provide a sufficient alternative nor would it reduce environmental impacts. POSITIVE IMPACTS: Freeport LNG would be able to provide US natural gas producers with new access to global gas markets. The Liquefaction Project would require, during the peak construction period, greater than 3,000 temporary construction workers and operation of the Liquefaction Project facilities would require the addition of about 163 permanent workers. NEGATIVE IMPACTS: Potentially, discharge of ballast water in the terminals berthing area could provide a pathway for the introduction of exotic aquatic nuisance species into US coastal waters. The projects would result in the temporary impacts on 25.6 acres of permanent impact on 19.0 of wetlands. Residents in the immediate vicinity of construction activities at the Pretreatment and Liquefaction Plant would experience an increase in noise during the 48-54 months of construction. JF - EPA number: 140178, Final EIS--374 pages, Appendices--586 pages, June 27, 2014 PY - 2014 KW - Energy KW - Agency number: FERC/EIS-0250F KW - Electric Power KW - Energy Storage KW - Harbor Structures KW - Site Planning KW - Storage KW - Wetlands KW - Natural Gas KW - Islands KW - Pipelines KW - Pumping Plants KW - Dredging KW - Shores KW - Noise KW - Gulf of Mexico KW - Quintana Island KW - Texas KW - River and Harbor Act of 1899, Section 10 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388133?accountid=14244 L2 - http://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=2014-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FREEPORT+LNG+LIQUEFACTION+PROJECT%2C+PHASE+II+MODIFICATION+PROJECT%2C+BRAZORIA+COUNTY%2C+TEXAS.&rft.title=FREEPORT+LNG+LIQUEFACTION+PROJECT%2C+PHASE+II+MODIFICATION+PROJECT%2C+BRAZORIA+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2015-02-01 N1 - SuppNotes - Final. Preparation date: June 27, 2014 N1 - Last updated - 2015-02-09 ER - TY - CPAPER T1 - Using On-Board Sound Intensity (OBSI) for Other Purposes T2 - 107th Air and Waste Management Association Annual Conference AN - 1562648283; 6305129 JF - 107th Air and Waste Management Association Annual Conference AU - Wayson, R AU - MacDonald, J Y1 - 2014/06/24/ PY - 2014 DA - 2014 Jun 24 KW - Sound KW - Sound intensity UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562648283?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=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.atitle=Using+On-Board+Sound+Intensity+%28OBSI%29+for+Other+Purposes&rft.au=Wayson%2C+R%3BMacDonald%2C+J&rft.aulast=Wayson&rft.aufirst=R&rft.date=2014-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.issn=&rft_id=info:doi/ L2 - http://ace2014.awma.org/wp-content/uploads/2013/08/ACE-2014-Final-Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-31 N1 - Last updated - 2014-09-18 ER - TY - CPAPER T1 - MOVES Project Level Sensitivity Analysis T2 - 107th Air and Waste Management Association Annual Conference AN - 1562647830; 6305341 JF - 107th Air and Waste Management Association Annual Conference AU - Noel, G Y1 - 2014/06/24/ PY - 2014 DA - 2014 Jun 24 KW - Sensitivity analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562647830?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=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.atitle=MOVES+Project+Level+Sensitivity+Analysis&rft.au=Noel%2C+G&rft.aulast=Noel&rft.aufirst=G&rft.date=2014-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ L2 - http://ace2014.awma.org/wp-content/uploads/2013/08/ACE-2014-Final-Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-31 N1 - Last updated - 2014-09-18 ER - TY - CPAPER T1 - Assessment of Construction and Maintenance Greenhouse Gas Emissions from Transportation Infrastructure T2 - 107th Air and Waste Management Association Annual Conference AN - 1562647385; 6305205 JF - 107th Air and Waste Management Association Annual Conference AU - Houk, J AU - Davies, J AU - Gallivan, F Y1 - 2014/06/24/ PY - 2014 DA - 2014 Jun 24 KW - Infrastructure KW - Transportation KW - Climatic changes KW - Emissions KW - Greenhouse gases UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562647385?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=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.atitle=Assessment+of+Construction+and+Maintenance+Greenhouse+Gas+Emissions+from+Transportation+Infrastructure&rft.au=Houk%2C+J%3BDavies%2C+J%3BGallivan%2C+F&rft.aulast=Houk&rft.aufirst=J&rft.date=2014-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.issn=&rft_id=info:doi/ L2 - http://ace2014.awma.org/wp-content/uploads/2013/08/ACE-2014-Final-Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-31 N1 - Last updated - 2014-09-18 ER - TY - CPAPER T1 - Overview of the Mini-Symposium on Impacts of Transportation Hubs & Ports T2 - 107th Air and Waste Management Association Annual Conference AN - 1562647115; 6305088 JF - 107th Air and Waste Management Association Annual Conference AU - Claggett, M Y1 - 2014/06/24/ PY - 2014 DA - 2014 Jun 24 KW - Transportation KW - Reviews KW - Port installations UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562647115?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=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.atitle=Overview+of+the+Mini-Symposium+on+Impacts+of+Transportation+Hubs+%26amp%3B+Ports&rft.au=Claggett%2C+M&rft.aulast=Claggett&rft.aufirst=M&rft.date=2014-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=107th+Air+and+Waste+Management+Association+Annual+Conference&rft.issn=&rft_id=info:doi/ L2 - http://ace2014.awma.org/wp-content/uploads/2013/08/ACE-2014-Final-Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-31 N1 - Last updated - 2014-09-18 ER - TY - CPAPER T1 - Assessing Emissions from Commercial Motor Vehicle Safety Inspections at Weigh Stations and Port of Entry Facilities T2 - 107th Air and Waste Management Association Annual Conference AN - 1562646445; 6305206 JF - 107th Air and Waste Management Association Annual Conference AU - Noel, G Y1 - 2014/06/24/ PY - 2014 DA - 2014 Jun 24 KW - Motor vehicles KW - Safety KW - Emissions KW - Inspection UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562646445?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:book&rft.genre=conference&rft.jtitle=&rft.atitle=&rft.au=Noel%2C+G&rft.aulast=Noel&rft.aufirst=G&rft.date=2014-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Assessing+Emissions+from+Commercial+Motor+Vehicle+Safety+Inspections+at+Weigh+Stations+and+Port+of+Entry+Facilities&rft.title=Assessing+Emissions+from+Commercial+Motor+Vehicle+Safety+Inspections+at+Weigh+Stations+and+Port+of+Entry+Facilities&rft.issn=&rft_id=info:doi/ L2 - http://ace2014.awma.org/wp-content/uploads/2013/08/ACE-2014-Final-Program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-31 N1 - Last updated - 2014-09-18 ER - TY - RPRT T1 - CORPUS CHRISTI LNG PROJECT, NUECES AND SAN PATRICIO COUNTIES, TEXAS. AN - 1651736452; 16171 AB - PURPOSE: Corpus Christi Liquefaction, LLC and Cheniere Corpus Christi Pipeline, LP request authorization to construct and operate the facilities necessary to import, export, store, v aporize, and liquefy natural gas and deliver the resulting product either into existing interstate and instrastate natural gas pipelines in the Corpus Christi area, or export liquefied natural gas (LNG) elsewhere. Cheniere would construct the LNG import and export terminal on a 991-acre site located along the northern shore of Corpus Christi Bay at the north end of the La Quinta Channel in San Patricio and Nueces Counties, Texas. The terminal would include the following key facilities: (1) liquefaction facilities, including three liquefaction trains capable of producing 782 million British thermal units (MMBtu) per year of LNG; (2) vaporization facilities, including two trains of ambient air vaporizers (AAV) and send out pumps capable of vaporizing sufficient LNG volume for each to send out 200 MMVtu per day of natural gas; (3) LNG storage facilities, including three LNG storage tanks each capable of storing 160,000 cubic meters of LNG; and (4) marine terminal facilities with two LNG carrier berths. Cheniere proposes to construct and operate about 23 miles of 48-inch-diamter natural gas pipeline and two compressor stations, the Taft Compressor Station (12,260 horsepower) and the Stinton Compressor Station (41,000 horsepower). Additional ancillary facilities include six meter and regulator stations installed at the terminal as well as interconnects with Texas Eastern Transmission, LP; Kinder Morgan Tejas Pipeline, LLC; Natural Gas Pipeline Company, LLC; Transcontinental Gas Pipe Line Company, LLC; and Tennessee Gas Pipeline Company, LLC. Cheniere would install five mainline valves along the pipeline route, including a pig launcher and receiver at the beginning and end of the pipeline, respectively. Twelve system alternatives for the terminal, including 6 operating LNG import terminals in the Gulf of Mexico area, and 6 proposed or planned export projects along the Gulf Coast were examined in this draft EIS. Also, three alternative Terminal sites, two in proximity to the proposed site and one near Brownsville, Texas, were examined. POSITIVE IMPACTS: Construction of the Project would require a workforce of 2,100 workers, peaking at approximately 3,300 workers. NEGATIVE IMPACTS: Overall, construction of the Project facilities would temporarily disturb approximately 1,412 acres for construction, including extra temporary workspaces, contractor yards, access roads, and aboveground facilities. About 647 acres would be retained as permanent easements for operation of the facilities. Cheniere would allow the remaining 765 acres to return to preconstruction uses. Construction of the Terminal would result in permanent impacts on about 469 acres of open land and open water. Although construction of the marine berths at the Terminal would result in the loss and permanent conversion of estuarine submerged aquatic seagrass beds, cordgrass salt marsh, emergent marsh, vegetated sand flats, unvegetated sand flats, and unvegetated shallow water EFH, to deep water habitat, the deep water habitat would recolonize with soft-bottom benthic organisms after completion of dredging and would continue to provide a prey base for EFH species. JF - EPA number: 140175, Draft EIS--475 pages, June 20, 2014 PY - 2014 KW - Energy KW - Agency number: FERC/EIS-0252D KW - Endangered Species (Animals) KW - Wetlands KW - Water Quality KW - Water Resources KW - Pipelines KW - Interstate Commerce KW - Energy Sources KW - Storage KW - Coastal Zones KW - Noise KW - Natural Gas KW - Electric Generators KW - Electric Power KW - Emissions Standards KW - Texas KW - Gulf of Mexico KW - Rivers and Harbors Act of 1960, Section 10 Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Endangered Species Act of 1973, Animals KW - Marine Mammal Protection Act of 1972, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651736452?accountid=14244 L2 - http://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=2014-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORPUS+CHRISTI+LNG+PROJECT%2C+NUECES+AND+SAN+PATRICIO+COUNTIES%2C+TEXAS.&rft.title=CORPUS+CHRISTI+LNG+PROJECT%2C+NUECES+AND+SAN+PATRICIO+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2015-02-01 N1 - SuppNotes - Draft. Preparation date: June 20, 2014 N1 - Last updated - 2015-02-06 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I-485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF 2010). AN - 1650957331; 16160 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor for Union County, with many residential, commercial, and employment centers having direct access to and from US 74. In Union County, most employment is concentrated in the City of Monroe or along existing US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives (DSAs). Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 DSAs are analyzed in this supplemental EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D is $777.4 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's right-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. JF - EPA number: 140164, Final Supplemental EIS--114 pages, Appendices--1,232 pages, June 6, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-09-01-FS KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1650957331?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2015-02-01 N1 - SuppNotes - Final. Preparation date: June 6, 2014 N1 - Last updated - 2015-02-04 ER - TY - RPRT T1 - SPACEX TEXAS LAUNCH SITE, CAMERON COUNTY, TEXAS. AN - 1650957329; 16158 AB - PURPOSE: The issuance of licenses and/or experimental permits that would allow Space Exploration Technologies Corp. (SpaceX) to launch the Falcon 9 and Falcon Heavy orbital vertical launch vehicles and a variety of reusable suborbital launch vehicles from a site on privately owned property in Cameron County, Texas is proposed. Proposed operations would consist of up to 12 launches per year with a maximum of two Falcon Heavy launches, through the year 2022. To support these launches, SpaceX has proposed the construction of a vertical launch area and a control center area at a site approximately 17 miles east-northeast of the Brownsville/South Padre Island International Airport and five miles south of South Padre Island. All facilities would be constructed through private funding, on currently undeveloped privately-owned property that would be purchased or leased by SpaceX. In addition, a new underground power line would be installed in the State Highway 4 road right-of-way from the control center area to the vertical launch area. All Falcon 9 and Falcon Heavy launches would be expected to have commercial payloads, including satellites or experimental payloads. In addition to standard payloads, the Falcon 9 and Falcon Heavy may also carry a capsule, such as the SpaceX Dragon capsule. The Falcon 9 and Falcon Heavy use liquid fuels including liquid oxygen and rocket propellant-1. All launch trajectories would be to the east over the Gulf of Mexico and sonic booms generated by launch events would impact the ocean surface 40 miles off the coast and would not be audible on land. The majority of launches would be conducted between the hours of 7:00 a.m. and 7:00 p.m. However, there could be one nighttime launch per year. SpaceX proposes to limit public access at two pre-defined checkpoints on State Highway 4 for up to 15 hours on launch day, with six hours being the closure time for a nominal launch. In addition to the proposed action, this final EIS considers a No Action Alternative. POSITIVE IMPACTS: Authorization would respond to the statutory direction from Congress under the Commercial Space Launch Act to encourage, facilitate, and promote commercial space launch and reentry activities by the private sector in order to strengthen and expand U.S. space transportation infrastructure. NEGATIVE IMPACTS: Construction would result in direct impact to 3.3 acres of wetlands and indirect impact to 2.9 acres of wetlands. The proposed action would displace 15.7 acres of upland habitat and is likely to adversely affect the piping plover and its critical habitat, the northern aplomado falcon, and the jaguarundi and ocelot. The proposed vertical launch and control center areas would likely have a significant impact on visual resources. Three historic properties within the five-mile area of potential influence may be physically damaged from vibrations caused by high noise levels from a Falcon vehicle launch. Nighttime launch operations would result in considerably higher levels of light emissions than those currently present from Boca Chica Village. JF - EPA number: 140162, Final EIS Volume I--392 pages, Volume II--906, Volume III--278 pages, June 6, 2014 PY - 2014 KW - Research and Development KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Birds KW - Historic Sites KW - Noise Assessments KW - Section 106 Statements KW - Section 4(f) Statements KW - Spacecraft KW - Visual Resources KW - Wildlife KW - Wildlife Habitat KW - Texas KW - Commercial Space Launch Act of 2011, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1650957329?accountid=14244 L2 - http://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=2014-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPACEX+TEXAS+LAUNCH+SITE%2C+CAMERON+COUNTY%2C+TEXAS.&rft.title=SPACEX+TEXAS+LAUNCH+SITE%2C+CAMERON+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Office of Commercial Space Transportation, Washington, District of Columbia; DOT N1 - Date revised - 2015-02-01 N1 - SuppNotes - Final. Preparation date: June 6, 2014 N1 - Last updated - 2015-02-04 ER - TY - JOUR T1 - Experimental study, numerical modeling of and axial prediction approach to base grouted drilled shafts in cohesionless soils AN - 1832677708; 696823-7 AB - The pressure grouting of drilled shaft tips has become popular worldwide due to its effectiveness in mobilizing a larger portion of the available tip resistance under service displacements. This paper presents experimental and numerical studies on the load transfer mechanism and factors controlling the axial response of base grouted drilled shafts in cohesionless soils. The study found that the increased axial capacity of grout-tipped drilled shafts under service loads and displacements depended mainly on preloading effects and the increased tip area provided by the grouting process. A simple prediction approach for estimating the tip capacity of grouted shafts utilizing cone penetration resistance was suggested based on the results of the study. The validity of the proposed approach was verified by the analysis of full-scale case studies of grouted shafts reported in the literature. Copyright 2013 Springer-Verlag Berlin Heidelberg JF - Acta Geotechnica (Berlin) AU - Thiyyakkandi, Sudheesh AU - McVay, Michael AU - Bloomquist, David AU - Lai, Peter Y1 - 2014/06// PY - 2014 DA - June 2014 SP - 439 EP - 454 PB - Springer-Verlag, co-published with Versita, Heidelberg-Berlin VL - 9 IS - 3 SN - 1861-1125, 1861-1125 KW - soil mechanics KW - experimental studies KW - pressure KW - penetration tests KW - numerical models KW - loading KW - cohesionless materials KW - cone penetration tests KW - prediction KW - grouting KW - high pressure KW - buildings KW - drilling KW - bridges KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832677708?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Acta+Geotechnica+%28Berlin%29&rft.atitle=Experimental+study%2C+numerical+modeling+of+and+axial+prediction+approach+to+base+grouted+drilled+shafts+in+cohesionless+soils&rft.au=Thiyyakkandi%2C+Sudheesh%3BMcVay%2C+Michael%3BBloomquist%2C+David%3BLai%2C+Peter&rft.aulast=Thiyyakkandi&rft.aufirst=Sudheesh&rft.date=2014-06-01&rft.volume=9&rft.issue=3&rft.spage=439&rft.isbn=&rft.btitle=&rft.title=Acta+Geotechnica+%28Berlin%29&rft.issn=18611125&rft_id=info:doi/10.1007%2Fs11440-013-0246-3 L2 - http://www.springerlink.com/content/1861-1133/?p LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Document feature - illus. N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - bridges; buildings; cohesionless materials; cone penetration tests; drilling; experimental studies; grouting; high pressure; loading; numerical models; penetration tests; prediction; pressure; soil mechanics DO - http://dx.doi.org/10.1007/s11440-013-0246-3 ER - TY - JOUR T1 - Relating crash frequency and severity: Evaluating the effectiveness of shoulder rumble strips on reducing fatal and major injury crashes AN - 1746891721; PQ0002254927 AB - To approach the goal of "Toward Zero Deaths," there is a need to develop an analysis paradigm to better understand the effects of a countermeasure on reducing the number of severe crashes. One of the goals in traffic safety research is to search for an effective treatment to reduce fatal and major injury crashes, referred to as severe crashes. To achieve this goal, the selection of promising countermeasures is of utmost importance, and relies on the effectiveness of candidate countermeasures in reducing severe crashes. Although it is important to precisely evaluate the effectiveness of candidate countermeasures in reducing the number of severe crashes at a site, the current state-of-the-practice often leads to biased estimates. While there have been a few advanced statistical models developed to mitigate the problem in practice, these models are computationally difficult to estimate because severe crashes are dispersed spatially and temporally, and cannot be integrated into the Highway Safety Manual framework, which develops a series of safety performance functions and crash modification factors to predict the number of crashes. Crash severity outcomes are generally integrated into the Highway Safety Manual using deterministic distributions rather than statistical models. Accounting for the variability in crash severity as a function geometric design, traffic flow, and other roadway and roadside features is afforded by estimating statistical models. Therefore, there is a need to develop a new analysis paradigm to resolve the limitations in the current Highway Safety Manual methods. We propose an approach which decomposes the severe crash frequency into a function of the change in the total number of crashes and the probability of a crash becoming a severe crash before and after a countermeasure is implemented. We tested this approach by evaluating the effectiveness of shoulder rumble strips on reducing the number of severe crashes. A total of 310 segments that have had shoulder rumble strips installed during 2002-2009 are included in the analysis. It was found that shoulder rumble strips reduce the total number of crashes, but have no statistically significant effect on reducing the probability of a severe crash outcome. JF - Accident Analysis & Prevention AU - Wu, Kun-Feng AU - Donnell, Eric T AU - Aguero-Valverde, Jonathan AD - Department of Transportation and Logistics Management, National Chiao Tung University, Taiwan PY - 2014 SP - 86 EP - 95 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 67 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Crash severity KW - Shoulder rumble strips KW - Fixed-effects model KW - Heavy trucks KW - Motorcycles KW - Pedestrians KW - Mortality KW - Mathematical models KW - Injuries KW - Safety KW - Flow rates KW - Traffic KW - Prevention KW - Accidents KW - Safety engineering KW - Roadsides KW - Traffic safety KW - Highways KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1746891721?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=Relating+crash+frequency+and+severity%3A+Evaluating+the+effectiveness+of+shoulder+rumble+strips+on+reducing+fatal+and+major+injury+crashes&rft.au=Wu%2C+Kun-Feng%3BDonnell%2C+Eric+T%3BAguero-Valverde%2C+Jonathan&rft.aulast=Wu&rft.aufirst=Kun-Feng&rft.date=2014-06-01&rft.volume=67&rft.issue=&rft.spage=86&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2014.02.004 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-12-01 N1 - Number of references - 44 N1 - Last updated - 2015-12-23 N1 - SubjectsTermNotLitGenreText - Mortality; Accidents; Prevention; Mathematical models; Injuries; Safety engineering; Roadsides; Safety; Traffic safety; Highways; Flow rates; Traffic DO - http://dx.doi.org/10.1016/j.aap.2014.02.004 ER - TY - JOUR T1 - Vegetation and soil parameters at an island bridge crossing AN - 1656038592; 2015-013348 AB - Roadsides are often planted with nonnative, disturbance-tolerant, herbaceous vegetation to enhance plant survival under highly disturbed soil conditions. We investigated vegetation and soils along the Ohio River, West Virginia, USA, at a new bridge crossing (Blennerhassett Island), a bridge crossing 45 yr old (Buckley Island), and an island with no bridge crossing (Muskingum Island) and at three distances from the bridge or center point at each site (0 m [under the bridge], 100 m away, 300 m away). Overall, 170 species (131 herbaceous, 10 shrubs, and 29 trees) were observed. Percent herbaceous cover and basal area of trees were lower at quadrats under the bridges (p<0.05). Species composition differed at quadrats under the bridges in comparison to distant quadrats (p<0.05) with exotics such as Japanese millet (Echinochloa crusgalli var. frumentacea P. Beauv.), and Italian perennial rye grass (Lolium perenne L.) prevalent under the new bridge. Numerous soil properties had highly altered levels at quadrats under bridges (p<0.05). We found bridges influence vegetation directly beneath them by creating an environment with nonnative, disturbance-tolerant, herbaceous vegetation with low percent cover and basal area. Differing vegetative parameters between sites were due to natural vegetative communities, while the presence of a bridge was responsible for differences between distances. The bridge was also found to alter soil chemistry and physical properties in the soil likely due to the application of fertilizer and road salts and disturbance during construction. JF - Castanea AU - Vance, Joshua Allen AU - Angus, Norse B AU - Rentch, James S AU - Anderson, James T Y1 - 2014/06// PY - 2014 DA - June 2014 SP - 59 EP - 73 PB - Southern Appalachian Botanical Club, Morgantown, WV VL - 79 IS - 2 SN - 0008-7475, 0008-7475 KW - United States KW - calcium KW - zinc KW - fertilizers KW - magnesium KW - copper KW - vegetation KW - manganese KW - iron KW - nitrogen KW - aluminum KW - northwestern West Virginia KW - nitrate ion KW - deicers KW - chemical composition KW - bridges KW - West Virginia KW - Ohio River KW - soils KW - Muskingum Island KW - alkaline earth metals KW - variance analysis KW - statistical analysis KW - alkali metals KW - phosphorus KW - compaction KW - organic compounds KW - metals KW - potassium KW - Blennerhassett Island KW - Wood County West Virginia KW - sulfur KW - islands KW - boron KW - Buckley Island KW - 02C:Geochemistry of rocks, soils, and sediments KW - 25:Soils UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1656038592?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=Castanea&rft.atitle=Vegetation+and+soil+parameters+at+an+island+bridge+crossing&rft.au=Vance%2C+Joshua+Allen%3BAngus%2C+Norse+B%3BRentch%2C+James+S%3BAnderson%2C+James+T&rft.aulast=Vance&rft.aufirst=Joshua&rft.date=2014-06-01&rft.volume=79&rft.issue=2&rft.spage=59&rft.isbn=&rft.btitle=&rft.title=Castanea&rft.issn=00087475&rft_id=info:doi/10.2179%2F13-042 L2 - http://www.jstor.org/journal/castanea LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 59 N1 - PubXState - WV N1 - Document feature - illus. incl. 5 tables, sketch maps N1 - SuppNotes - West Virginia University Agricultural and Forestry Experimental Station Scientific Article No. 3203 N1 - Last updated - 2016-10-25 N1 - CODEN - CSTNAC N1 - SubjectsTermNotLitGenreText - alkali metals; alkaline earth metals; aluminum; Blennerhassett Island; boron; bridges; Buckley Island; calcium; chemical composition; compaction; copper; deicers; fertilizers; iron; islands; magnesium; manganese; metals; Muskingum Island; nitrate ion; nitrogen; northwestern West Virginia; Ohio River; organic compounds; phosphorus; potassium; soils; statistical analysis; sulfur; United States; variance analysis; vegetation; West Virginia; Wood County West Virginia; zinc DO - http://dx.doi.org/10.2179/13-042 ER - TY - RPRT T1 - VIRGINIA AVENUE TUNNEL RECONSTRUCTION PROJECT, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1651360547; 16165 AB - PURPOSE: The reconstruction of the Virginia Avenue Tunnel in the Capitol Hill neighborhood of the District of Columbia is proposed. CSX Transportation, Inc. (CSX) owns the tunnel which is located beneath eastbound Virginia Avenue SE from 2nd Street SE to 9th Street SE; Virginia Avenue Park between 9th and 11th Streets; and the 11th Street Bridge right-of-way. The tunnel is also aligned on the south side of Interstate 695 (I-695), previously known as I-295. The tunnel portals are located a short distance west of 2nd Street SE and a short distance east of 11th Street SE. The tunnel and rail lines are part of CSXs eastern seaboard freight rail corridor, which connects Mid-Atlantic and Midwest states. The CSX proposal includes the complete reconstruction of the 4,000-foot tunnel to transform it from a single railroad track into a two-track configuration and provide the necessary vertical clearance (minimum 21 feet) to allow double-stack intermodal container freight train operations. Four alternatives, including a No Build Alternative, are evaluated in this final EIS. Under Alternative 2, the tunnel would be rebuilt in generally the same location, except it would be aligned seven feet to the south of the existing tunnel center line. It would be rebuilt using protected open trench construction methods. During construction, freight trains would be temporarily routed through a protected open trench outside the existing tunnel (runaround track). The runaround track would be aligned to the south and generally parallel to the existing tunnel, and would be located below street level. Under Alternative 3, the existing tunnel would be replaced with two new permanent tunnels constructed sequentially. A new parallel south side tunnel would be built first as trains continue operating in the existing tunnel. After the south side tunnel is completed, train operations would switch over to the new tunnel and the existing Virginia Avenue Tunnel would be demolished and rebuilt. With the exception of operating in a protected open trench for 230 feet immediately east of the 2nd Street portal (within the Virginia Avenue SE segment between 2nd and 3rd Streets SE), trains would operate in enclosed tunnels throughout construction. The two tunnels would be separated by a center wall aligned 25 feet south of the existing tunnel centerline, between 2nd and 9th Streets SE. Alternative 4 would result in a new partitioned tunnel with two permanent tracks. It would be aligned 17 feet south of the existing tunnels centerline. During the period of construction, a protected open trench would accommodate both construction activities and train operations. Each build alternative would include the restoration of Virginia Avenue SE, and other areas affected by construction, including Virginia Avenue Park and the Marine Corp Recreation Facility. Total costs for Alternatives 2, 3 and 4 are estimated at $175 million, $168 million and $208 million, respectively. POSITIVE IMPACTS: Addressing the structural and operational deficiencies of the century-old Virginia Avenue Tunnel would preserve the ability to provide efficient freight transportation services in the District of Columbia, the Washington metropolitan area and the eastern seaboard. NEGATIVE IMPACTS: Reconstruction would require the short-term closure of I-695 ramps and the temporary closure of Virginia Avenue SE between 2nd and 9th Streets SE. Construction noise would exceed impact criteria at noise sensitive receptors representing Capitol Quarter and Capper Senior Apartments. All three build alternatives would demolish the existing tunnel, an historic structure eligible for listing on the National Register of Historic Places. The impacts to the LEnfant Plan, Capitol Hill Historic District, and Virginia Avenue Park would be temporary, and although they would constitute a Section 4(f) use, the conclusion of construction would allow for the complete restoration of these resources. The duration of construction would be substantially longer under Alternative 4. JF - EPA number: 140169, June 13, 2014); Final EIS--437 pages, Appendices--2,112 pages, EPA PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-13-01-F KW - Air Quality Assessments KW - Demolition KW - Historic Districts KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Roads KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - District of Columbia KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651360547?accountid=14244 L2 - http://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=2014-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VIRGINIA+AVENUE+TUNNEL+RECONSTRUCTION+PROJECT%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=VIRGINIA+AVENUE+TUNNEL+RECONSTRUCTION+PROJECT%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 - 2015-02-01 N1 - SuppNotes - Final. Preparation date: EPA N1 - Last updated - 2015-02-05 ER - TY - JOUR T1 - A New Equation for Calculating the Maximum Wait Time for Pilots Who Use an Impairing Medication AN - 1560116112; 20419347 AB - Introduction: Pilots who use an impairing medication to treat a medical condition are required to wait an appropriate amount of time after completing the treatment before returning to duty. However, toxicology findings from fatal aviation accidents indicate not all pilots wait a sufficient period of time. Methods used today do not take into consideration the time required for the drug to reach subtherapeutic concentrations. Methods: An equation was developed based on the therapeutic range and the maximum expected half-life of the medication to objectively calculate a safe return-to-duty time for pilots. The new equation assumes the treating physician will not dose the patient beyond the upper therapeutic range of the medication and the person taking the medication has the maximum half-life reported in the literature. The equation N = In(0.5*C sub(min)/C sub(max))/In( 0.5) was developed to determine the number of half-lives (n) required to reach one-half of C sub(min), where C sub(min) = lower therapeutic concentration and C sub(max) = upper therapeutic concentration. Anonymous subjects were recruited under an approved IRB protocol. Blood and plasma were collected at approximately C sub(max) (2-3 h) and again after waiting approximately another 5 h. Toxicological analysis was performed on the specimens collected. Results: One subject taking a 25-mg dose had a 0.033 ug [middor] ml super(-1) blood concentration after waiting 8 h, well above the 0.025 ug times ml super(-1) reported as impairing concentration. The new equation estimated a mean wait time for the 18 medications composed of 4 half-lives. Discussion: The new CAMI equation takes into consideration safety without grossly over estimating pilot wait times. JF - Aviation, Space, and Environmental Medicine AU - Canfield, Dennis V AU - Berry, Michael AU - Whinnery, James E AU - Lewis, Russell J AU - Dubowski, Kurt M AD - Civil Aerospace Medical Institute, AAM-610, 5900 S.W. 66th St., Oklahoma City, OK 73125, dennis.canfield@faa.gov Y1 - 2014/06// PY - 2014 DA - Jun 2014 SP - 668 EP - 671 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 85 IS - 6 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - half-life KW - impairing medication KW - time KW - pilot KW - Accidents KW - Pilots KW - Safety KW - Drugs KW - Toxicology KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1560116112?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=A+New+Equation+for+Calculating+the+Maximum+Wait+Time+for+Pilots+Who+Use+an+Impairing+Medication&rft.au=Canfield%2C+Dennis+V%3BBerry%2C+Michael%3BWhinnery%2C+James+E%3BLewis%2C+Russell+J%3BDubowski%2C+Kurt+M&rft.aulast=Canfield&rft.aufirst=Dennis&rft.date=2014-06-01&rft.volume=85&rft.issue=6&rft.spage=668&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3876.2014 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-09-01 N1 - Number of references - 8 N1 - Last updated - 2015-04-02 N1 - SubjectsTermNotLitGenreText - Accidents; Safety; Pilots; Drugs; Toxicology DO - http://dx.doi.org/10.3357/ASEM.3876.2014 ER - TY - JOUR T1 - Preserved flora and organics in impact melt breccias AN - 1549617384; 2014-060334 AB - Impact cratering can destroy life from local to global scales and result in sudden turnovers of dominant genera and/or species. Here we report that it can also preserve components of the local biology present at the time of impact. We have investigated floral matter encapsulated within Cenozoic Era impact glasses produced by separate bolide impacts into the loessoid sediments of Argentina that occurred between 9.2 Ma (Miocene) and 6 ka (Holocene). The encapsulation preserved not only macro-scale morphological biosignatures such as vascular bundles, veins, phytoliths, and papillae, but also structures down to the cellular level. In the best-preserved samples we also found evidence for organic matter. While fossilization typically occurs over an extended time period as minerals slowly replace organic matter and the host rock lithifies under pressure, the process documented here is instantaneous. Preservation of morphological and chemical biosignatures in impact events can provide snapshots of the ecology in environments that do not otherwise promote a diverse fossil record. We suggest that this would provide a new strategy for identifying signs of possible early life on ancient Mars, where similar target conditions once existed. JF - Geology (Boulder) AU - Schultz, Peter H AU - Harris, R Scott AU - Clemett, S J AU - Thomas-Keprta, K L AU - Zarate, M Y1 - 2014/06// PY - 2014 DA - June 2014 SP - 515 EP - 518 PB - Geological Society of America (GSA), Boulder, CO VL - 42 IS - 6 SN - 0091-7613, 0091-7613 KW - mass spectra KW - astrobiology KW - Mars KW - fossilization KW - melts KW - paleoecology KW - Cenozoic KW - laboratory studies KW - impact melts KW - spectra KW - Plantae KW - experimental studies KW - Quaternary KW - X-ray spectra KW - TEM data KW - Miocene KW - EDS spectra KW - terrestrial planets KW - planets KW - Tertiary KW - South America KW - paleoenvironment KW - floral studies KW - Argentina KW - Neogene KW - Pleistocene KW - SEM data KW - preservation KW - 12:Stratigraphy KW - 04:Extraterrestrial geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1549617384?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=Geology+%28Boulder%29&rft.atitle=Preserved+flora+and+organics+in+impact+melt+breccias&rft.au=Schultz%2C+Peter+H%3BHarris%2C+R+Scott%3BClemett%2C+S+J%3BThomas-Keprta%2C+K+L%3BZarate%2C+M&rft.aulast=Schultz&rft.aufirst=Peter&rft.date=2014-06-01&rft.volume=42&rft.issue=6&rft.spage=515&rft.isbn=&rft.btitle=&rft.title=Geology+%28Boulder%29&rft.issn=00917613&rft_id=info:doi/10.1130%2FG35343.1 L2 - http://www.gsajournals.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data from GeoScienceWorld, Alexandria, VA, United States | Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - Number of references - 24 N1 - PubXState - CO N1 - Document feature - illus. N1 - SuppNotes - GSA Data Repository item 2014183 N1 - Last updated - 2014-07-31 N1 - CODEN - GLGYBA N1 - SubjectsTermNotLitGenreText - Argentina; astrobiology; Cenozoic; EDS spectra; experimental studies; floral studies; fossilization; impact melts; laboratory studies; Mars; mass spectra; melts; Miocene; Neogene; paleoecology; paleoenvironment; planets; Plantae; Pleistocene; preservation; Quaternary; SEM data; South America; spectra; TEM data; terrestrial planets; Tertiary; X-ray spectra DO - http://dx.doi.org/10.1130/G35343.1 ER - TY - RPRT T1 - DOWNEAST LIQUEFIED NATURAL GAS (LNG) PROJECT, WASHINGTON COUNTY, MAINE. AN - 16383115; 16148 AB - PURPOSE: The construction and operation of a liquefied natural gas (LNG) import terminal and associated natural gas pipeline in Washington County, Maine are proposed. The terminal project site is bounded by Mill Cove to the north, U.S. Route 1 and rural residential and forested areas to the west, forested land to the south, and Passamaquoddy Bay to the east. The proposed pipeline would transport natural gas from the LNG terminal to an interconnect point with Maritimes and Northeast Pipelines existing pipeline system near the town of Baileyville, Maine. The Downeast LNG Project facilities would include: a new marine terminal and 3,862-foot-long pier with a single berth and vessel mooring system, intended to handle LNG vessels ranging from 70,000 to 165,000 cubic meters in capacity, with future expansion capabilities to handle vessels with 220,000 cubic meters of cargo capacity; two full-containment LNG storage tanks, each with a nominal usable storage capacity of 160,000 cubic meters; LNG vaporization and processing equipment; piping, ancillary buildings, safety systems, and other support facilities; three vapor fences around the LNG terminal; a 29.8-mile-long, 30-inch-diameter underground natural gas pipeline; natural gas metering facilities located at the LNG terminal site; and various ancillary facilities including pigging facilities and three mainline block valves. The project would involve the transit of LNG vessels through both United States and Canadian waters to and from the LNG terminal in Robbinston, Maine. The intended vessel transit routes include the waters of the Gulf of Maine, Bay of Fundy, Grand Manan Channel, Head Harbor Passage, Friar Roads, Western Passage, and Passamaquoddy Bay. The draft EIS issued in May 2009 considered a No Action Alternative, postponed action alternatives, alternative energy sources, system alternatives, alternative LNG terminal concepts and sites, onshore facility alternatives, alternative pipeline routes, pipeline route variations, and alternative LNG vaporization methods. In October 2011, the U.S. Department of Transportation (DOT) issued final decisions approving specific alternative models for use in complying with federal safety standards. In 2010, the U.S. Coast Guard revised its regulations on the process used to examine the suitability of the waterway for LNG carrier transits. And in 2012, the U.S. Department of Energy (DOE) released a report detailing the results of research on intentional breaches of LNG carrier cargo tanks and the resulting LNG spills on water. This final EIS presents revised reliability and safety analysis of the LNG terminal and carrier transit based on the new information from the DOT, DOE, Coast Guard, and Downeast. POSITIVE IMPACTS: The Downeast LNG Project would provide about 500 million cubic feet per day of imported natural gas to the New England region. The addition of a New England based supply option would increase gas-on-gas competition and could help to mitigate gas prices in the region, which are the highest in the United States. NEGATIVE IMPACTS: Construction of the terminal and sendout pipeline would disturb 73 acres of soils classified as farmland; however, the area is not used for active agriculture and would be restored to preconstruction conditions. The sendout pipeline would cross 22 surface waterbodies including the St. Croix River and Magurrewock Stream Outlet. Other impacts would include: the conversion of forest land communities to an herbaceous community; increased ship traffic along the ship channels, which could affect marine mammals; permanent loss of forested wetlands; and alteration of visual character. A loss of the containment provided by storage tanks or process piping could result in the formation of flammable vapor near the release location, as well as near LNG that pooled. JF - EPA number: 140152, Final EIS--563 pages, Appendices--601 pages, May 23, 2014 PY - 2014 KW - Energy KW - Coastal Zones KW - Fuel Storage KW - Harbor Structures KW - Health Hazard Analyses KW - Natural Gas KW - Pipelines KW - Safety Analyses KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Wetlands KW - Maine KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transport Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16383115?accountid=14244 L2 - http://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=2014-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DOWNEAST+LIQUEFIED+NATURAL+GAS+%28LNG%29+PROJECT%2C+WASHINGTON+COUNTY%2C+MAINE.&rft.title=DOWNEAST+LIQUEFIED+NATURAL+GAS+%28LNG%29+PROJECT%2C+WASHINGTON+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2015-01-01 N1 - SuppNotes - Final. Preparation date: May 23, 2014 N1 - Last updated - 2015-01-28 ER - TY - RPRT T1 - SOUTHWEST-TO-NORTHEAST RAIL CORRIDOR (TEX RAIL CORRIDOR), FORT WORTH, HALTOM CITY, NORTH RICHLAND HILLS, COLLEYVILLE, AND GRAPEVINE IN TARRANT COUNTY, TEXAS. AN - 16373226; 16144 AB - PURPOSE: Commuter rail improvements in the Southwest-to-Northeast Rail (TEX Rail) Corridor serving the cities of Fort Worth, Haltom City, North Richland Hills, Colleyville, and Grapevine in Tarrant County, Texas is proposed. Sustained residential growth and expanding employment opportunities within the Corridor have resulted in increasing travel demand along major roadways. Existing and committed roadway improvements cannot keep pace with increases in traffic volumes on major roadways, resulting in steadily increasing congestion and air pollutant levels that exceed federal standards; the Corridor lies within a non-attainment area for eight-hour ozone levels. Access to Dallas-Fort Worth Airport (DFWA) and major activity centers beyond the Fort Worth Transportation Authority's service area is limited due to lack of transit service. Three alternatives, including the commuter rail Alternative, an Alternative involving baseline transportation infrastructure combined with transportation system management, and a No-Build Alternative, are considered in this final EIS. The proposed commuter rail Alternative would operate on portions of the Cotton Belt railroad lines owned by the Fort Worth and Western Railroad, Union Pacific, and Dallas Area Rapid Transit. The commuter rail line would extend from southwest Fort Worth at a point near Sycamore School Road, through downtown Fort Worth, Haltom City, North Richland Hills, Colleyville, and Grapevine to the northern entrance of DFWA. The 37-mile system would be served by stations at the following 15 locations: Sycamore School Road, Interstate 20/Granbury Road, Texas Christian University/Berry, the Medical District, the existing Texas and Pacific Railroad terminal, the existing Fort Worth Intermodal Transportation Center, North Side, Beach Street, Haltom City/US 377, North Richland Hills-Iron Horse, North Richland Hills-Smithfield, Colleyville-John McCain, Grapevine-Main Street, DFWA-North, and DFWA-Terminal A/B. A new bridge would carry the rail line across the Trinity River. This commuter trains would run on an at-grade, single-track line shared with freight trains for nearly the entire route. Diesel multiple-unit technology would be the likely vehicle choice for the commuter rail Alternative. Once operational, the trains would run at 20-minute intervals during the peak morning and evening hours and at 60-minute intervals during midday hours and post-peak evening hours. Capital cost estimates for the commuter rail Alternative range from $502.3 million to $531.3 million in 2008 dollars. Annual operating and maintenance costs are estimated to range from $80.8 million to $81.3 million. POSITIVE IMPACTS: The commuter rail Alternative would provide multimodal solutions for mobility in the Corridor that would mitigate congestion and improve air quality. Improved mobility among regional activity centers would ease commuting and boost the local economy. Construction activities would employ 4,090 workers and result in the creation of 2,860 indirect jobs. Seventy percent of the population within one mile of the Corridor are minority group members, who would benefit from improved access without suffering disproportionately from the rail line's adverse impacts. NEGATIVE IMPACTS: Station development would require the displacement of three residences and 21 to 24 businesses as well as 61 acres of woodlands that could provide habitat to nine federally protected species. The rail alignment lies within a 100-year floodplain at 18 locations, and the project would affect seven wetlands, though less than 0.5 acre of wetland would be lost. The viewscapes related to certain historic sites would be significantly altered by rail infrastructure. Train-generated noise levels would exceed federal standards at 372 residences and moderate increases in noise would affect 667 residences. Construction workers could encounter hazardous waste sites. JF - EPA number: 140148, Final EIS--608 pages, Appendices--2,292 pages, May 16, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Airports KW - Bridges KW - Endangered Species (Animals) KW - Forests KW - Hazardous Wastes KW - Historic Sites KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Terminal Facilities KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16373226?accountid=14244 L2 - http://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=2014-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST-TO-NORTHEAST+RAIL+CORRIDOR+%28TEX+RAIL+CORRIDOR%29%2C+FORT+WORTH%2C+HALTOM+CITY%2C+NORTH+RICHLAND+HILLS%2C+COLLEYVILLE%2C+AND+GRAPEVINE+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=SOUTHWEST-TO-NORTHEAST+RAIL+CORRIDOR+%28TEX+RAIL+CORRIDOR%29%2C+FORT+WORTH%2C+HALTOM+CITY%2C+NORTH+RICHLAND+HILLS%2C+COLLEYVILLE%2C+AND+GRAPEVINE+IN+TARRANT+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Fort Worth, Texas; DOT N1 - Date revised - 2015-01-01 N1 - SuppNotes - Final. Preparation date: May 16, 2014 N1 - Last updated - 2015-01-27 ER - TY - RPRT T1 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) TO INTERSTATE 10 (EAST), MONTGOMERY, HARRIS, LIBERTY, AND CHAMBERS COUNTIES, TEXAS. AN - 1647361845; 16128 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 final 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. JF - EPA number: 140132, Final EIS, Volume 1 and 2, May 9, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Health Hazard Analyses KW - Highways 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/1647361845?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&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 - 2015-01-01 N1 - SuppNotes - Final. Preparation date: May 9, 2014 N1 - Last updated - 2015-01-22 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION EXEMPTION: RAIL LINE BETWEEN LEBAN AND SALINA, SANPETE, SEVIER, AND JUAB COUNTIES, UTAH (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2007). AN - 1647361841; 16138 AB - PURPOSE: The construction and operation of a 43-mile rail line in Sanpete, Sevier, and Juab counties, Utah is proposed by the Six Counties Association of Governments to allow for the efficient transfer of coal from Leban to a coal transfer facility near Salina. The project, known as the Central Utah Rail Project, would begin at the connection with the Union Pacific Railroad (UPRR) mainline track near Juab, 16 miles south of Nephi, and terminate at a point 0.5 mile southwest of Salina. A portion of the rail line would cross segments of public lands administered by the Bureau of Land Management, requiring the Bureau to grant a right-of-way to the applicant. The rail line would provide access to local industries, primarily a coal mine owned by Southern Utah Fuel Company located 30 miles east of Salina. Due to an absence of rail access, these industries currently move all goods by truck. Other than Juab's access to the nearby UPRR line, no rail service exists in this part of Utah. Business in the counties of Sanpete and Sevier must rely exclusively on trucks for freight transportation. The 2007 draft EIS examined three alternatives: the No Action Alternative (Alternative A), the Proposed Action (Alternative B), and a second action alternative (Alternative C). After several agencies raised concerns about the impacts on wetlands of the alternatives carried forward, three modified alternative routes were developed. This draft supplemental EIS examines Alternative B (the Proposed Action) the three modified routes (Alternatives B1, B2, and B3), and Alternatives N1a and N1b, which were alternatives dismissed in the draft EIS. Alternative B would involve construction of about 11.1 miles of new rail line. Alternative B is generally north-south and passes east of Chicken Creek Reservoir and through the Juab Plain, a valley between mountains to the east and west. Alternative B crosses the Sevier Bridge Reservoir at Yuba Narrows, south of Yuba Lake Recreation Area. Alternative B would permanently disturb about 77 acres of pasture and cropland and would fill 1.2 acres of playa wetlands and 0.3 acre of wet meadow wetlands in the northern portion of the study area. The Applicant developed Alternative B3 to try to avoid, to the extent possible, wetland impacts near Chicken Creek Reservoir at the north end of the project area and minimize, to the extent possible, impacts to irrigated cropland. This alternative connects to the UPRR mainline with a wye connection (a Y-shaped intersection) about 1 mile north of the Juab siding, near the Sharp siding. The alternative continues southeast and merges with the Alternative B alignment northeast of Yuba Hill. Alternative B3 would be about 13 miles long and would permanently disturb about 115 acres of pasture and cropland during construction, about half of which would be permanently converted to rail right-of-way. Alternative N1a connects with the UPRR mainline near the intersection of Washboard/Valley Road and Mills Road. Of the four alternatives considered at the northern end of the study area in this Supplemental Draft EIS (Alternatives B, B3, N1a, and N1b), Alternative N1a has the shortest length. However, this alternative would require 10,000 feet of new siding to meet current rail industry safety standards because there is no existing siding. The new siding would also require new turnouts10 and control signals to link the siding with the UPRR network. Alternative N1b connects with the UPRR mainline about 1 mile west of Washboard Road. It is slightly longer than Alternative N1a. For Alternatives B1 and B2, the proposed alignment was moved farther to the west, and additional curvature was designed into the alignments to avoid high-value wetlands along the Sevier River. Alternatives B1 and B2 follow a similar route with minor differences to reduce wetland impacts. Alternative B1 would fill 5.2 acres of wetlands, and Alternative B2 would fill 1.6 acres. Alternative B1 was eventually dismissed because it closely follows the route of Alternative B2 but would have greater wetland impacts. Impacts to pasture and cropland would be about the same, about 50 acres, for the two southern alternatives. POSITIVE IMPACTS: The proposed railway would allow industries to access rail transportation for bulk movement of commodities to and from the area, providing a more cost-efficient means of freight movement. The rail line would decrease freight transportation energy use in the corridor from 2,832 million British thermal units (Btu) per day to 1,301 million Btu per day. The line would also reduce the level of heavy truck traffic on state highways and city streets not designed for such vehicles. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 538 acres of mixed-vegetation habitat, 43.1 acres of irrigated farmland, 8.9 acres of non-irrigated farmland, and 4.23 animal unit months of livestock forage. The project would disturb 163.5 acres of wetlands, 16 acres of floodplain, and 174 acres of groundwater recharge area. The line would cross 85 ephemeral drainages. Approximately 1.3 million cubic yards of borrow material would be required. Rights-of-way development would affect 27 archaeological sites, 16 historic sites, and two multi-component sites. Eleven acres of the Yuba Lake Recreation Area would be affected. JF - EPA number: 140142, Draft Supplemental EIS--167 pages, Appendices--265 pages, May 9, 2014 PY - 2014 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Grazing KW - Historic Sites KW - Livestock KW - Railroad Structures KW - Railroads KW - Ranges KW - Recreation Resources KW - Transportation KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1647361841?accountid=14244 L2 - http://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=2014-05-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+EXEMPTION%3A+RAIL+LINE+BETWEEN+LEBAN+AND+SALINA%2C+SANPETE%2C+SEVIER%2C+AND+JUAB+COUNTIES%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.title=CONSTRUCTION+AND+OPERATION+EXEMPTION%3A+RAIL+LINE+BETWEEN+LEBAN+AND+SALINA%2C+SANPETE%2C+SEVIER%2C+AND+JUAB+COUNTIES%2C+UTAH+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2007%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2015-01-01 N1 - SuppNotes - Draft. Preparation date: May 9, 2014 N1 - Last updated - 2015-01-22 ER - TY - RPRT T1 - CENTENNIAL CORRIDOR PROJECT, CITY OF BAKERSFIELD AND KERN COUNTY, CALIFORNIA. AN - 1647361839; 16136 AB - PURPOSE: Construction of a new alignment for California State Route 58 to provide a continuous route along SR 58 from Cottonwood Road on existing State Route 58, east of State Route 99 to Interstate 5. Improvements to State Route 99 from Wilson Road (post mile 21.2) to Gilmore Avenue (post mile 26.2) would also be required for the connection with State Route 58. The proposed Centennial Corridor has been divided into three segments. The actions for the proposed project would be (1) route adoption/transfer for a continuous route from the existing freeway portion of Route 58 east of State Route 99 to Interstate 5 with the western portion on existing Stockdale Highway from Heath Road to Interstate 5; and (2) approval for construction of Segment 1, improvements within Segment 2, and intersection improvements at the Stockdale Highway and State Route 43 (known locally as Enos Lane) intersection. In this draft EIS, three build alternatives and a No-Build Alternative are being evaluated for Segment 1. Alternative A runs westerly from the existing State Route 58 (East)/State Route 99 interchange for about 0.5 mile south of Stockdale Highway. Then it turns northwesterly and spans Stockdale Highway/Montclair Street, California Avenue/Lennox Avenue, Truxtun Avenue, and the Kern River before joining the east end of the Westside Parkway near the Mohawk Street interchange. Alternative A is about 8.2 miles long. Alternative B, which emerged as the preferred alternative, runs westerly from the existing State Route 58 (East)/State Route 99 interchange for about 1,200 feet, south of Stockdale Highway. Then it turns northwesterly and spans Stockdale Highway/Stine Road, California Avenue, Commerce Drive, Truxtun Avenue, and the Kern River before joining the east end of the Westside Parkway near the Mohawk Street interchange. This alignment depresses the Centennial Corridor (the roadway would be lower than the existing ground level) between California Avenue and Ford Avenue. Overcrossings are proposed at Marella Way and La Mirada Drive to help traffic circulation. The option of removing the La Mirada Drive overcrossing and adding a Ford Avenue undercrossing with Alternative B is also under consideration. Alternative B is about 8.6 miles long. Alternative C turns north near the existing State Route 58 (East)/State Route 99 interchange, and runs parallel to the west of State Route 99 for about 1 mile. The freeway then turns west and spans the BNSF Railway rail yard, Truxtun Avenue, and the Kern River. This alternative proposes undercrossings at Brundage Lane, Oak Street, State Route 99, Palm Avenue, and California Avenue. Alternative C is about 8.7 miles long. The No-Build Alternative would not provide the connection from State Route 58 (East) to the Westside Parkway. None of the improvements in the State Route 58 corridor would be provided. Additionally, the minor intersection improvements in Segment 3 at Stockdale Highway and State Route 43 would not be constructed. POSITIVE IMPACTS: The proposed project would provide route continuity and associated traffic congestion relief along State Road 58 within metropolitan Bakersfield and Kern County from the existing State Route 58 to Interstate 5. NEGATIVE IMPACTS: All alternatives would create substantial neighborhood disruption, including 121-198 business and 133-356 residential displacements, permanent street closures, and higher exposure to vehicle noise. Long-term visual impacts on key viewpoints range from moderately low to moderately high. The preferred alternative will create noise that negatively impacts 484 frequent outdoor use areas. Habitat for the Swainsons hawk and San Joaquin kit fox would be affected. The preferred alternative would cause the removal of 76.83 acres of vegetation and affect 1.06 acres of temporary riparian habitat. JF - EPA number: 140140, Draft EIS Volume I--502 pages, Volume II--466 pages, May 9, 2014 PY - 2014 KW - Roads and Railroads KW - Section 4(f) Statements KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Polices Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1647361839?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Fresno, California; DOT N1 - Date revised - 2015-01-01 N1 - SuppNotes - Draft. Preparation date: May 9, 2014 N1 - Last updated - 2015-01-22 ER - TY - RPRT T1 - CLEVELAND OPPORTUNITY CORRIDOR PROJECT, CUYAHOGA COUNTY, OHIO. AN - 16386220; 16134 AB - PURPOSE: The construction of a new arterial roadway (urban boulevard) that would connect Interstate 490 (I-490) to the University Circle neighborhood in Cleveland, Ohio is proposed. The Cleveland Opportunity Corridor project area encompasses nearly 1,000 acres on Clevelands southeast side and is anchored by University Circle and the Cleveland Clinic. The area between I-490 and University Circle has become known as the "Forgotten Triangle" due to the lack of economic activity. The proposed urban boulevard would consist of a four- to five-lane typical section with traffic lights and turn lanes at intersections. It would begin in the west at the I-490-East 55th Street intersection and end at the East 105th Street-Chester Avenue intersection in the east. The proposed boulevard would include two westbound through-lanes, but the number of eastbound through-lanes would vary. The project includes three eastbound throughlanes between I-490 and East 93rd Street. In general, the roadway would have two throughlanes between East 93rd Street and Chester Avenue, but the roadway between Frank and Euclid avenues would include a third eastbound through-lane. Left- and right-turn lanes would also be added at many of the intersections. The proposed boulevard generally would be built where no roads exist now except for the stretch from Quincy Avenue to Chester Avenue, which would be built on existing East 105th median between East 55th Street and Quincy Avenue. However, the grassy median and tree lawns would not be included on the bridges. The boulevard would also include a walking/biking path on the south side of the roadway, and a sidewalk on the north side. In addition to the proposed project, this final EIS considers a No Action Alternative. The total cost of the Cleveland Opportunity Corridor project is currently estimated at $331.3 million. POSITIVE IMPACTS: The new roadway would improve connectivity, access, and mobility within the Cleveland area and create the potential for new economic development, new jobs and a new identity for the community. NEGATIVE IMPACTS: Construction would require the relocation of 64 residential buildings (76 units), 25 commercial buildings (16 occupants), and one church. Several streets would be cul-de-sac and/or closed. In each of the areas, the project would provide access to homes and businesses. The project is predicted to have traffic noise impacts in 24 general locations and would result in disproportionately high and adverse impacts to low-income and minority populations. The project could result in indirect effects to historic resources. JF - EPA number: 140138, Final EIS--94 pages, Appendices--712 pages, May 9, 2014 PY - 2014 KW - Roads and Railroads KW - Demolition KW - Employment KW - Environmental Justice KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Ohio KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386220?accountid=14244 L2 - http://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=2014-05-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLEVELAND+OPPORTUNITY+CORRIDOR+PROJECT%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.title=CLEVELAND+OPPORTUNITY+CORRIDOR+PROJECT%2C+CUYAHOGA+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2015-01-01 N1 - SuppNotes - Final. Preparation date: May 9, 2014 N1 - Last updated - 2015-01-22 ER - TY - RPRT T1 - LINK LIGHT RAIL OPERATIONS AND MAINTENANCE SATELLITE FACILITY, KING AND SNOHOMISH COUNTIES, WASHINGTON. AN - 16372852; 16132 AB - PURPOSE: The development and operation of a new Operations and Maintenance Satellite Facility (OMSF) to support the expansion of the Central Puget Sound Regional Transit Authoritys Link light rail transit system are proposed. This system-wide expansion is part of Sound Transit 2: A Mass Transit Guide, The Regional Transit System Plan for Central Puget Sound (ST2) for transit investments, financing for which was approved by voters in November 2008. Expanded maintenance base capacity is critical to the system-wide expansion in ST2. This draft EIS evaluates four build alternatives that meet the purpose and need for the proposed project and a No Build Alternative, which considers how the transportation system would operate if the proposed project were not built. Under the Lynwood Alternative, Sound Transit would construct the OMSF north of I-5 and east of the 52nd Avenue w/Cedar Valley Road intersection in the City of Lynnwood. The Lynnwood Alternative would require acquiring approximately 37 to 41 acres. The OMSF development footprint would be approximately 24 acres for all three design options, leaving approximately 9 to 13 acres for redevelopment. The Lynnwood Alternative for the OMSF also includes offsite LRV storage, operator report facilities, and interior cleaning functions for up to 32 LRVs to provide morning service to the Eastside. Under the BNSF Alternative, Sound Transit would construct the OMSF on property located between the Eastside Rail Corridor on the west and 120th Avenue NE on the east, south of SR 520 and north of NE 12th Street in the City of Bellevue. This site is approximately 27 acres2 of which are a former rail spur right-of-way now under ownership of Sound Transit as part of the Eastside Rail Corridorand is located along the adopted East Link revenue line northwest of the 120th Avenue NE station. The OMSF development footprint on the site is approximately 23 acres leaving approximately 4 acres to remain for redevelopment. Under the BNSF Modified Alternative, Sound Transit would construct the OMSF on both sides of the Eastside Rail Corridor west of 120th Avenue NE, south of SR 520 and north of NE 12th Street in the City of Bellevue. This site is located along the adopted East Link revenue line and is approximately 34 acres in size, including 2 acres of the Eastside Rail Corridor now under Sound Transit ownership. The OMSF development footprint on the site is approximately 24 acres leaving approximately 8 acres for future redevelopment. The storage tracks would be located on the western portion of the site, west of the rail corridor. Other OMSF facilities would be located adjacent to the east side of the rail corridor, leaving the frontage area along 120th Avenue NE available for other development. Under the SR 520 Alternative, Sound Transit would construct the OMSF south of SR 520 and north of Northup Way/NE 20th Street, east of 130th Avenue NE and west of 140th Avenue NE in the City of Bellevue. This site is located along the adopted East Link revenue line and is approximately 25 acres. The OMSF development footprint encompasses the entire site, leaving no substantial area for redevelopment. Primary access to the site would be directly off of NE 20th Street west of 136th Place NE. The configuration of buildings under this alternative would vary from the other alternatives in that the operations offices would be in a separate building to the west of the LRV maintenance shops, and the LRV covered wash and service bay would be in a separate building east of the LRV maintenance shops. POSITIVE IMPACTS: The OMSF is expected to provide service and inspection functions to support a minimum of approximately 80 LRVs with the assumption that Sound Transits existing light rail operations and maintenance facility (Forest Street Operations and Maintenance Facility [Forest Street OMF]) would continue to provide inspection services as well as heavy repair and overhauls. The OMSF would be used to store, maintain, and dispatch vehicles for daily service. NEGATIVE IMPACTS: Impacts concerning transportation; social, community facilities, and neighborhoods; visual and aesthetic resources; air quality and greenhouse gases; energy; hazardous materials; electromagnetic fields; geology and soils; utilities; and historic and archaeological resources would be similar among the build alternatives and would not differentiate them from one another. Although noise impacts would vary among alternatives, they could also be fully mitigated. JF - EPA number: 140136, Draft EIS--360 pages, Appendices--678 pages, May 9, 2014 PY - 2014 KW - Roads and Railroads KW - Easements KW - Central Business Districts KW - Economic Assessments KW - Geologic Surveys KW - Historic Sites KW - Noise KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Washington KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Endangered Species Act of 1973, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16372852?accountid=14244 L2 - http://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=2014-05-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LINK+LIGHT+RAIL+OPERATIONS+AND+MAINTENANCE+SATELLITE+FACILITY%2C+KING+AND+SNOHOMISH+COUNTIES%2C+WASHINGTON.&rft.title=LINK+LIGHT+RAIL+OPERATIONS+AND+MAINTENANCE+SATELLITE+FACILITY%2C+KING+AND+SNOHOMISH+COUNTIES%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 - 2015-01-01 N1 - SuppNotes - Draft. Preparation date: May 9, 2014 N1 - Last updated - 2015-01-22 ER - TY - CPAPER T1 - Aircraft dose-response research in National Park backcountry areas T2 - 167th Meeting of the Acoustical Society of America AN - 1548627721; 6291797 JF - 167th Meeting of the Acoustical Society of America AU - Rapoza, Amanda Y1 - 2014/05/05/ PY - 2014 DA - 2014 May 05 KW - Aircraft KW - Dose-response effects KW - National parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1548627721?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=167th+Meeting+of+the+Acoustical+Society+of+America&rft.atitle=Aircraft+dose-response+research+in+National+Park+backcountry+areas&rft.au=Rapoza%2C+Amanda&rft.aulast=Rapoza&rft.aufirst=Amanda&rft.date=2014-05-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=167th+Meeting+of+the+Acoustical+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://acousticalsociety.org/sites/default/files/docs/fullprogram.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-30 N1 - Last updated - 2014-07-28 ER - TY - CPAPER T1 - Aircraft dose-response relations for day-use visitors to backcountry areas in National Parks T2 - 167th Meeting of the Acoustical Society of America AN - 1548627530; 6291798 JF - 167th Meeting of the Acoustical Society of America AU - Rapoza, Amanda Y1 - 2014/05/05/ PY - 2014 DA - 2014 May 05 KW - Aircraft KW - Dose-response effects KW - National parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1548627530?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=167th+Meeting+of+the+Acoustical+Society+of+America&rft.atitle=Aircraft+dose-response+relations+for+day-use+visitors+to+backcountry+areas+in+National+Parks&rft.au=Rapoza%2C+Amanda&rft.aulast=Rapoza&rft.aufirst=Amanda&rft.date=2014-05-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=167th+Meeting+of+the+Acoustical+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://acousticalsociety.org/sites/default/files/docs/fullprogram.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-30 N1 - Last updated - 2014-07-28 ER - TY - JOUR T1 - Field trip 7; Geology and gold mineralization of the Virginia Horn area AN - 1707522715; 2015-081112 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Jirsa, Mark AU - Rowell, William AU - Sandri, Richard AU - Richter, Jason Y1 - 2014/05// PY - 2014 DA - May 2014 SP - 119 EP - 135 PB - Institute on Lake Superior Geology, [location varies] VL - 60, Part 2 SN - 1042-9964, 1042-9964 KW - United States KW - Pokegama Quartzite KW - northeastern Minnesota KW - upper Precambrian KW - Paleoproterozoic KW - igneous rocks KW - guidebook KW - field trips KW - Saint Louis County Minnesota KW - Virginia Minnesota KW - sedimentary rocks KW - plutonic rocks KW - diorites KW - mineralization KW - gold ores KW - Archean KW - Minnesota KW - chemically precipitated rocks KW - Virginia Horn KW - Precambrian KW - Proterozoic KW - Biwabik Iron Formation KW - Mesoproterozoic KW - iron formations KW - metal ores KW - Giants Range Batholith KW - Neoarchean KW - 27A:Economic geology, geology of ore deposits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1707522715?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=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=Field+trip+7%3B+Geology+and+gold+mineralization+of+the+Virginia+Horn+area&rft.au=Jirsa%2C+Mark%3BRowell%2C+William%3BSandri%2C+Richard%3BRichter%2C+Jason&rft.aulast=Jirsa&rft.aufirst=Mark&rft.date=2014-05-01&rft.volume=60%2C+Part+2&rft.issue=&rft.spage=119&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - Institute on Lake Superior Geology 60th annual meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 30 N1 - Document feature - illus. incl. sects., strat. col., geol. sketch maps N1 - Last updated - 2015-08-27 N1 - SubjectsTermNotLitGenreText - Archean; Biwabik Iron Formation; chemically precipitated rocks; diorites; field trips; Giants Range Batholith; gold ores; guidebook; igneous rocks; iron formations; Mesoproterozoic; metal ores; mineralization; Minnesota; Neoarchean; northeastern Minnesota; Paleoproterozoic; plutonic rocks; Pokegama Quartzite; Precambrian; Proterozoic; Saint Louis County Minnesota; sedimentary rocks; United States; upper Precambrian; Virginia Horn; Virginia Minnesota ER - TY - JOUR T1 - Global approaches to addressing biofuel-related invasive species risks and incorporation into U.S. laws and policies AN - 1547849546; 20287973 AB - Biofuels are being pursued for their potential greenhouse gas (GHG) emissions benefits, among other reasons. In order to maximize productivity, avoid food-fuel conflicts, and minimize GHG emissions, many advanced biofuel feedstock crops, such as those desired by the aviation community, are under consideration based on traits, such as high biomass and/or seed production, tolerance of marginal cultivation conditions, and short generation times, that may also be predictors of potential invasiveness risk. Biofuel-related invasion risks can be mitigated through careful feedstock crop selection and cultivation techniques developed from the invasion science literature. Existing voluntary best practices and some state and federal regulatory requirements in the United States recommend and/or require the use of such risk mitigation strategies. However, other policies and programs allow or provide incentives for biofuel production without conditions requiring the use of these strategies. We have synthesized information on the scientific knowledge of invasive species predictors and their use (or absence) in voluntary codes and U.S. regulatory frameworks and incentive programs. We highlight the existing' tools and approaches for assessing invasion risk and avoiding the introduction and spread of invasive species as a result of biofuel feedstock cultivation. A well-coordinated combination of species restrictions, biosecurity requirements, and incentives for selection of less risky biofuel crops may effectively balance the desire for increased biofuel production while minimizing invasion risk. JF - Ecological Monographs AU - Lewis, Kristin C AU - Porter, Read D AD - Volpe National Transportation Systems Center, 55 Broadway, Cambridge, Massachusetts 02142 USA, kristin.lewis@dot.gov Y1 - 2014/05// PY - 2014 DA - May 2014 SP - 171 EP - 201 PB - Ecological Society of America, 1707 H Street, N.W., Suite 400 Washington DC 20006 United States VL - 84 IS - 2 SN - 0012-9615, 0012-9615 KW - Risk Abstracts; Sustainability Science Abstracts; Ecology Abstracts KW - alien species KW - bioenergy KW - biomass KW - feedstock KW - invasion KW - nonnative species KW - pest risk assessment KW - weed risk assessment KW - Risk assessment KW - Fuel technology KW - Mitigation KW - Invasiveness KW - Food KW - Incentives KW - Crops KW - Invasions KW - Seeds KW - Best practices KW - Cultivation techniques KW - Biomass KW - Greenhouses KW - USA KW - Invasive species KW - Conflicts KW - Greenhouse gases KW - Introduced species KW - Biofuels KW - Cultivation KW - M3 1010:Issues in Sustainable Development KW - D 04040:Ecosystem and Ecology Studies KW - R2 23050:Environment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547849546?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%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Ecological+Monographs&rft.atitle=Global+approaches+to+addressing+biofuel-related+invasive+species+risks+and+incorporation+into+U.S.+laws+and+policies&rft.au=Lewis%2C+Kristin+C%3BPorter%2C+Read+D&rft.aulast=Lewis&rft.aufirst=Kristin&rft.date=2014-05-01&rft.volume=84&rft.issue=2&rft.spage=171&rft.isbn=&rft.btitle=&rft.title=Ecological+Monographs&rft.issn=00129615&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Last updated - 2016-08-03 N1 - SubjectsTermNotLitGenreText - Seeds; Invasiveness; Food; Biomass; Cultivation techniques; Introduced species; Crops; Biofuels; Greenhouses; Risk assessment; Fuel technology; Mitigation; Best practices; Incentives; Invasions; Invasive species; Greenhouse gases; Conflicts; Cultivation; USA ER - TY - RPRT T1 - CALIFORNIA HIGH-SPEED TRAIN: FRESNO TO BAKERSFIELD SECTION, FRESNO, KINGS, TULARE AND KERN COUNTIES, CALIFORNIA. AN - 1637514752; 16121 AB - PURPOSE: The construction and operation of a 114-mile portion of the California High-Speed Train System (HST system) from Fresno to Bakersfield is proposed. The HST system would provide intercity service on more than 800 miles of tracks, connecting the population centers of Sacramento, the San Francisco Bay Area, the Central Valley, Los Angeles, the Inland Empire, Orange County, and San Diego. The system would use electrically powered, steel-wheel-on-steel-rail technology, including contemporary safety, signaling, and automated train-control systems, with trains capable of operating up to 220 miles per hour over a fully grade-separated, dedicated track alignment. Ten alternatives, including a No Project Alternative, are considered. There are 72 possible combinations of these alternatives to make a continuous alignment from Fresno to Bakersfield. Each of the nine HST alternatives would include one station in Fresno, one station in Bakersfield, and a potential Kings/Tulare Regional Station east or west of Hanford. The BNSF Alternative alignment begins in downtown Fresno on the west side of the Union Pacific Railroad (UPRR) tracks, proceeds south adjacent to the UPRR tracks, crossing under East Jensen Avenue and then over Golden State Boulevard and State Route 99 as it curves south to join the BNSF Railway. The alignment diverges from the BNSF Railway north of the Kings River and travels east of the city of Hanford before rejoining the BNSF Railway on its western side, north of the city of Corcoran. From there, the BNSF Alternative follows the BNSF Railway south through Corcoran, Wasco, and Shafter into Bakersfield where it generally follows the BNSF Railway corridor to the Bakersfield Station. The additional eight alternative alignments diverge from the BNSF Alternative at various locations. The Hanford West Bypass 1 and 2 alternatives would diverge from the BNSF Alternative at East Conejo Avenue; both alternatives pass the city of Hanford to the west and rejoin the BNSF Alternative at State Route 43 north of the city of Corcoran. The Hanford West Bypass 1 and 2 alternatives are on the same alignment from north to south until about Jackson Avenue, where the Hanford West Bypass 1 Alternative curves farther to the west to join with the BNSF Alternative north of the city of Corcoran. The Hanford West Bypass 2 Alternative remains on a more southeasterly route to join with either the Corcoran Elevated Alternative or the Corcoran Bypass Alternative. The Corcoran Elevated Alternative would pass through Corcoran on the eastern side of the BNSF Railway right-of-way on an elevated structure. The Corcoran Bypass Alternative would diverge from the BNSF Alternative near Nevada Avenue and swing east of Corcoran, rejoining the BNSF Alternative at Avenue 136 south of Corcoran. The Allensworth Bypass Alternative would diverge from the BNSF Alternative at Avenue 84 in Tulare County and swing west of Allensworth State Historic Park, rejoining the BNSF Alternative at Elmo Highway in Kern County. The Wasco-Shafter Bypass Alternative would diverge from the BNSF Alternative between Sherwood Avenue and Fresno Avenue, bypassing Wasco and Shafter to the east, and rejoin the BNSF Alternative at 7th Standard Road. The Bakersfield South Alternative parallels the BNSF Alternative from Rosedale Highway to Chester Avenue at varying distances to the north. The alternative then curves south, and parallels California Avenue to its terminus at the southern end of the Bakersfield station tracks. The Bakersfield Hybrid Alternative would roughly follow the Bakersfield South Alternative alignment from Hageman Road to the Bakersfield station, it would then swing north of the BNSF Alternative alignment through East Bakersfield to Oswell Street. Five alternative heavy maintenance facility (HMF) sites are being considered. The HMF would support the assembly, testing, commissioning, and acceptance of high-speed train vehicles prior to the start-up of operations. After operations begin, the HMF would assume maintenance and repair functions. One HMF is required for the HST System, and it would be located in the Central Valley in either the Merced to Fresno Section or the Fresno to Bakersfield Section. Capital costs for the Fresno to Bakersfield segment are estimated in 2010 dollars at $6.82 to $7.62 billion. POSITIVE IMPACTS: Implementation would provide the public with electric-powered high-speed rail service with predictable and consistent travel times between major urban centers and connectivity to airports, mass transit, and the highway network in the south San Joaquin Valley. NEGATIVE IMPACTS: Emissions would exceed significance thresholds for air quality during construction. Right-of-way requirements would convert 2,572 to 3,102 acres of farmland and displace commercial, residential, and agricultural properties including 302 to 451 housing units in environmental justice areas. Operation would impact habitat for special-status plant and animal species, sensitive plant communities and jurisdictional waters, critical habitat of vernal pool fairy shrimp, recovery plans for threatened or endangered species, wildlife movement corridors, and the Allensworth Ecological Reserve. All HST alternatives have the potential to impact historic properties, increase traffic congestion, displace community facilities, and create significant noise, vibration and visual impacts. Construction and operation could cause ground disturbance near contaminated sites and would involve the use, storage, and disposal of hazardous materials and wastes in the study area. JF - EPA number: 140125, Final EIS Volumes I, II, III, IV, V, VI, April 25, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality KW - Air Quality Standards Violations KW - Biologic Assessments KW - Community Facilities KW - Cultural Resources KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Health Hazard Analyses KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Passenger Rail Investment and Improvement Act of 2008, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1637514752?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&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 - 2014-12-01 N1 - SuppNotes - Final. Preparation date: April 25, 2014 N1 - Last updated - 2014-12-18 ER - TY - RPRT T1 - DALLAS FLOODWAY PROJECT, DALLAS COUNTY, TEXAS. AN - 16370910; 16111 AB - PURPOSE: A project designed to manage flood risks to the Trinity River Corridor in Dallas, Texas is proposed. Flooding events on the Trinity River have historically caused loss of lives and damage to property and structures. The Dallas Floodway currently is estimated to provide FRM benefits associated with passage of a flood event with a 1,500-year recurrence interval without overtopping to areas that include the City of Dallas Central Business District and West Dallas. This flood event is expressed as having a 0.066% annual exceedance probability and has an estimated peak flow of 245,000 cubic feet per second (cfs). The current estimated peak flow for the Standard Project Flood (SPF) event is 269,300 cfs. The 26 predicted future SPF peak flow is 277,000 cfs; thus, the Dallas Floodway is currently not able to contain 27 the current or predicted future SPF event without overtopping the levees. Current hydrologic and 28 hydraulic models predict higher water surface profiles for the Dallas Floodway levees as compared to the 29 1958 design SPF event (226,000 cfs) due to a number of changes that have occurred since the completion 30 of the 1958 design. Some of these changes include watershed development, land use changes, floodplain 31 encroachments, updated design methods, and improved modeling technology. Recent local severe rainfall 32 events have also demonstrated that improvements to the levee system are needed to reduce the risk of 33 flooding of interior levee developments. In addition, urbanization and past channelization and clearing of the Dallas Floodway have significantly 35 degraded the natural terrestrial and aquatic habitat of the Dallas Floodway. The Trinity River now reflects 36 little of its historic course, water quality, or habitat. Furthermore, the City of Dallas lacks sufficient 37 recreational opportunities for citizens and visitors. There is inadequate access to the Dallas Floodway, and 38 it is not perceived by the public as a desirable destination for recreation. This draft EIS examines three alternatives: Alternative 1 (No Action Alternative), Alternative 2 (Proposed Action with the Trinity Parkway), and Alternative 3 (Proposed Action without the Trinity Parkway). Alternatives 2 and 3 are very similar, except that Alternative 2 considers implementation of the Proposed Action if the Trinity Parkway is included, and Alternative 3 considers implementation of the Proposed Action if the Trinity Parkway is not included. The Proposed Action consists of the following three categories of actions within the Trinity River Corridor: (1) BVP Study Flood Risk Management (FRM) Elements; (2) BVP Study Ecosystem Restoration and Recreation Enhancements; and (3) Interior Drainage Plan (IDP) Improvements. As detailed in the parallel USACE Feasibility Report (USACE 39 2014), the USACE identified the 277,000 cfs Levee Raise with the AT&SF Railroad Bridge 40 modifications as being the plan with the most net economic benefits as a stand-alone alternative. In addition, the City of Dallas plans to flatten the riverside levee side slopes from 3:1 to 4:1 for 1 maintenance purposes. In developing the proposed mix of active, passive, urban and nature-based uses, the BVP Study 16 Ecosystem Restoration and Recreation features aim to restore Floodway ecosystems and increase 17 recreational opportunities without reducing the level of river FRM. The objective of the IDP improvements is to reduce flood risk for areas served by 26 the EWLIDS from the 100-year storm event. Implementation of the IDP would reduce the flood risk for 27 structures located within the interior areas. POSITIVE IMPACTS: Both 5 alternatives would support achievement of the desired level of SPF FRM for the City of Dallas. Implementation of either Alternative 2 or Alternative 3 would create approximately 8,553 temporary 23 construction jobs, and $662,634,032 in labor income, and increase economic output by 24 $1,264,620,223.The increase in recreational opportunities (and access to them) would directly benefit 25 residents of Dallas. The anticipated increase in visitors to the Study Area would result in more money 26 spent in the local economy and support tourism-related businesses such as hotels and retail 27 establishments. NEGATIVE IMPACTS: Neither alternative would meet the TREIS ROD criteria for 8 water surface elevation rise for the 100-year flood event and for valley storage loss for the 100-year flood 9 event. Direct impacts to jurisdictional wetlands and waters of the U.S. from construction 18 would be offset by proposed BVP Study Ecosystem and Recreation features, which would result in a net 19 gain of 1,735 linear feet for the Trinity River (Alternatives 2 and 3); a net gain of 240 acres (Alternative 20 2) or 235 acres (Alternative 3) of other waters; and a net gain of 12 acres (Alternative 2) or net loss of 32 21 acres (Alternative 3) of wetlands. A functional analysis indicated there would be net functional gain of 22 6,938 linear feet for the Trinity River (Alternatives 2 and 3) and 50 acres (Alternative 2) or 3 acres 23 (Alternative 3) for wetlands. The removal of large portions of the 1 AT&SF Railroad Bridge would diminish its ability to convey its significance and resulting in an impact to 2 a historic property. The demolition or alteration of contributing features to the Dallas Floodway Historic 3 District would result in impacts to a historic structure as well as an impact to the overall integrity of the 4 Dallas Floodway. Under either Alternative 2 or Alternative 3, users of the recreational facilities and amenities would create 20 a substantial and recurring daily traffic increase on highways approaching the Floodway and on internal 21 streets that provide access to and from the facilities. With the implementation of minimization measures, 22 operational impacts would be less than significant. JF - EPA number: 140115, Draft EIS--632 pages, Appendices--783 pages, April 18, 2014 PY - 2014 KW - Water KW - Biologic Assessments KW - Economic Assessments KW - Flood Control KW - Flood Protection KW - Floodplains KW - Floodways KW - Hydrologic Assessments KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Traffic Analyses KW - Water Resources KW - Recreation Resources Management KW - Central Business Districts KW - Texas KW - Trinity River KW - Water Resources Development Act of 2007, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16370910?accountid=14244 L2 - http://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=2014-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DALLAS+FLOODWAY+PROJECT%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=DALLAS+FLOODWAY+PROJECT%2C+DALLAS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Fort Worth, Texas; ARMY N1 - Date revised - 2014-12-01 N1 - SuppNotes - Draft. Preparation date: April 18, 2014 N1 - Last updated - 2014-12-04 ER - TY - RPRT T1 - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 1629924601; 16113 AB - PURPOSE: The transfer into federal trust of six land parcels containing 69.77 acres for the Cloverdale Rancheria of Pomo Indians and the subsequent development of a destination resort casino in northern Sonoma County, California is proposed. In addition to the trust acquisition for gaming purposes, the proposed action requests approval by the National Indian Gaming Commission (NIGC) of a gaming management contract between the Tribe and its management partners. The project site is within the sphere of influence of the City of Cloverdale and lies immediately east of Highway 101 and borders Asti Road. The proposed trust parcels partially overlap the Tribe's historic Rancheria location. Key issues identified during scoping include those related to socioeconomics, transportation, wastewater treatment and disposal, and water resources. Six alternatives, including a No Action Alternative (Alternative), are considered in this final EIS. Alternative A, which is the proposed action, would consist of the fee-to-trust transfer of the project site, federal review of the development and management contract, and development of a two-story casino, 287,000 square-foot hotel, convention center, entertainment center, and other ancillary facilities. Parking for patrons and employees would be provided through garage and surface parking. A 20,000 square-foot tribal government building would occupy the southeastern end of the site. Under Alternative B, the casino and hotel facilities would be similar, but reduced in scale. The entertainment center would be the same size as under Alternative A, but no convention center component would be included. Alternative C would further reduce the size of the casino, but the hotel and entertainment center would be the same size as under Alternative B. Alternative D would consist of a casino only. No hotel, convention center, or entertainment center would be developed. Under Alternative E, the project site would be used for development of a commercial real estate and office center with light industrial warehouse space. The NIGC would not review a development and management contract because no gaming component would be included. POSITIVE IMPACTS: The proposed development would assist the Tribe in restoring its trust land base, strengthening tribal governance, achieving economic self-sufficiency, providing employment for members, and providing essential services. NEGATIVE IMPACTS: Construction related emissions would be potentially significant, but would not violate federal standards. Operational emissions, primarily from on-road vehicle traffic, would exceed established thresholds for nitrogen oxides, carbon monoxide, and particulate matter. Implementation would result in changes to existing drainage patterns, both on-site and off-site, including the addition of up to 17 acres of new impervious or semi-impervious surfaces. Increased stormwater flows could result in increased discharge to downstream areas with possible increased incidence of flooding or erosion. Implementation of Alternative A would directly impact 22.5 acres of vineyard, 0.58 acres of Coast live oak woodland, 20.18 acres of non-native annual grassland, 0.11 acres of North Coast riparian habitat, and 0.48 acres of seasonal wetland. JF - EPA number: 140117, Final EIS, Appendices, April 18, 2014 PY - 2014 KW - Land Use KW - Air Quality Standards Violations KW - Biologic Assessments KW - Buildings KW - Cultural Resources Assessments KW - Drainage KW - Employment KW - Farmlands KW - Hotels KW - Indian Reservations KW - Parking KW - Resorts KW - Soils KW - Traffic Analyses KW - Wastewater KW - Wastewater Treatment Assessments KW - Water Quality KW - Water Supply KW - Wetlands KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1629924601?accountid=14244 L2 - http://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=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI N1 - Date revised - 2014-12-01 N1 - SuppNotes - Final. Preparation date: April 18, 2014 N1 - Last updated - 2014-12-04 ER - TY - RPRT T1 - GUAM AND CNMI MILITARY RELOCATION, RELOCATING MARINES FROM OKINAWA, VISITING AIRCRAFT CARRIER BERTHING, AND ARMY AIR AND MISSILE DEFENSE TASK FORCE, GUAM (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 2010). AN - 1629924597; 16114 AB - PURPOSE: A draft supplement to the final EIS for the Guam and Commonwealth of Northern Mariana Islands (CNMI) Military Relocation, published in July 2010, is presented. This draft supplemental EIS supplements the portions of the 2010 final EIS regarding the establishment on Guam on a live-fire training range complex, a cantonment area (including family housing), and associated infrastructure to support the relocation of a substantially reduced number of Marines and dependents than was previously analyzed. Project locations include Guam and Tinian, both part of the Mariana Islands archipelago. The Guam and the Commonwealth of the Northern Mariana Islands (CNMI) military relocation actions are a complex, multi-service proposal involving components of the Marine Corps, Navy, and Army, as well as existing Air Force assets on Guam. Specifically, the actions would develop and construct facilities and infrastructure to support 5,000 Marines and their 1,300 dependents, construct a new deep-draft wharf with shoreside infrastructure improvements to support a transient nuclear-powered aircraft carrier, and develop and construct facilities and infrastructure to support 600 military personnel and their 900 dependents to establish and operate an AMDTF. Several action alternatives and a No Action Alternative for each of the proposed actions are evaluated in this final overseas EIS. Under the preferred main cantonment alternative, land parcels from Naval Computer and Telecommunications Station (NCTS) Finegayan, South Finegayan, and acquisition of Federal Aviation Administration land, would comprise one contiguous parcel of 1,452 acres for new facilities. Four sites are analyzed for the proposed Marine Corps airfield functions and Andersen Air Force Base (AFB) North Ramp is the only reasonable alternative. Apra Harbor is the only deep water port on the Island of Guam and is the only location with sufficient road, utility, and naval infrastructure to support a transient aircraft carrier berth. The preferred alternative is to construct a new deep-draft wharf at Polaris Point and to widen the existing outer Apra Harbor channel to 600 feet. However, selection of a specific site for the transient aircraft carrier berth within Apra Harbor is being deferred for the near term while additional data on marine resources in the harbor is collected. Of the geographic alternatives analyzed for the location of firing and non-firing training ranges, two reasonable alternatives on the east coast of Guam would require acquisition or lease of either 1,090 acres or 1,800 acres. The preferred alternative for training on Tinian would involve construction of four ranges within the leaseback area on the island. The preferred alternative for proposed AMDTF headquarters and housing would involve co-locating Army support facilities with the proposed Marine Corps units at NCTS Finegayan and the preferred alternative for munitions storage would involve construction of magazines at Andersen AFB. Utilities and roadways projects would include upgrades to power systems, potable water supplies, wastewater treatment facilities, and construction of roadway projects that could be partially funded by the Federal Highway Administration. Projects would include intersection improvements, bridge replacements, pavement strengthening, roadway relocation, and new road construction. Additional potable water capacity of 5.82 million gallons per day would be supplied by an estimated 22 new wells at Andersen AFB, rehabilitation of existing wells, and interconnection with the Guam Waterworks Authority water system. POSITIVE IMPACTS: The proposed actions would position military forces within a timely response range to defend the homeland, Japan, and other allies' interests. The powerful U.S. presence in the Pacific region would provide the flexibility to respond to regional threats and would maintain regional stability, peace, and security. NEGATIVE IMPACTS: Temporary water quality impacts on near shore waters and significant direct impacts to the coral reef ecosystem would result from dredging in Apra Harbor. Roadway noise would be a significant impact in the north and central areas of Guam. Activities associated with the relocations would adversely affect 34 archaeological resources. Wastewater treatment facilities would require upgrades. JF - EPA number: 140118, Draft Supplemental EIS--1,448 pages, April 18, 2014 PY - 2014 KW - Defense Programs KW - Archaeological Sites KW - Bridges KW - Channels KW - Corals KW - Dredging KW - Harbor Improvements KW - Harbors KW - Islands KW - Leasing KW - Land Acquisitions KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Facilities (Marine Corps) KW - Military Facilities (Navy) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Municipal Services KW - Munitions KW - Population KW - Roads KW - Ships KW - Water Supply KW - Wells KW - Andersen Air Force Base Guam KW - Apra Harbor Naval Complex KW - Commonwealth of the Northern Mariana Islands KW - Guam KW - Executive Order 12114, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1629924597?accountid=14244 L2 - http://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=2014-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+CARRIER+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+2010%29.&rft.title=GUAM+AND+CNMI+MILITARY+RELOCATION%2C+RELOCATING+MARINES+FROM+OKINAWA%2C+VISITING+AIRCRAFT+CARRIER+BERTHING%2C+AND+ARMY+AIR+AND+MISSILE+DEFENSE+TASK+FORCE%2C+GUAM+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command, Pearl Harbor, Hawaii; NAVY N1 - Date revised - 2014-12-01 N1 - SuppNotes - Draft. Preparation date: April 18, 2014 N1 - Last updated - 2014-12-04 ER - TY - RPRT T1 - US 220 NATIONAL HIGHWAY SYSTEM (NHS) CORRIDOR BETWEEN I-68 AND CORRIDOR H, GRANT, HARDY, HAMPSHIRE, AND MINERAL COUNTIES, WEST VIRGINIA, AND ALLEGANY COUNTY, MARYLAND. AN - 16382999; 16105 AB - PURPOSE: The development of a north-south transportation corridor along US 220 that would connect Interstate 68 (I-68) in Maryland and Corridor H in West Virginia is proposed. The study area encompasses over 835 square miles and includes portions of southwestern Allegany County, Maryland and all of Mineral County, and portions of Grant, Hampshire, and Hardy counties, West Virginia. Transportation deficiencies include numerous curves, reduced speeds, steep grades, few truck climbing lanes, inadequate shoulders, and substandard geometry. The new corridor could be comprised of roadways on new alignment, an upgrade of existing roadways, or some combination of upgrading existing roads and building new roads. The upgraded roadways would become part of the National Highway System (NHS). Corridor H, which is the southern terminus of the project, is part of the Appalachian Development Highway System (ADHS). This Tier 1 final EIS evaluates a No Build Alternative and three alternative corridors for the proposed facility. Corridor B begins with an interchange near existing Exits 41 and 42 along I-68 between LaVale and Cumberland, Maryland and extends southwest to Cresaptown crossing MD 53. At this point, it parallels US 220 to the west and Dans Mountain to the east. West of McCoole, Corridor B crosses MD 135, the North Branch of the Potomac River, and WV 46. Entering Mineral County, Corridor B is west of Keyser and continues to parallel US 220 on the western side. At the junction with WV 972, Corridor B continues southwest along US 50 and near Claysville, it begins to parallel WV 93, entering Grant County and extending to a terminus at Corridor H north of Scherr. Corridor C begins with an interchange near existing Exit 46 along I-68 east of Cumberland and extends south through the Willowbrook Road area near the Allegany College of Maryland to Evitts Creek and briefly parallels MD 51. Corridor C then turns west through Mexico Farms and crosses the North Branch of the Potomac River into Mineral County where it parallels WV 28. Continuing southwest, Corridor C parallels County Route 9 west of Short Gap, well east of Keyser. Crossing US 50/220 at Ridgeville and continuing southwest, Corridor C enters Grant County paralleling County Route 3 and connects with Corridor H just north of Maysville. Corridor D begins with an interchange near existing Exit 39 along I-68 near LaVale and closely follows Corridor B between Cresaptown and the US 50/220 coupling just south of Keyser. Corridor D originates on the eastern slope of Dans Mountain and extends south for a short distance on the western side of MD 53. From Cresaptown, Corridor D runs southwest paralleling US 220 to the west and Dans Mountain to the east. West of McCoole, Corridor D crosses MD 135, the North Branch of the Potomac River, and WV 46. Entering Mineral County, Corridor D runs west of Keyser and continues to parallel US 220 on the western side. At the junction with WV 972, Corridor D turns southeast along US 220, continues along US 50/220, County Route 50/4, and County Route 13 crossing into Hampshire County. Rejoining US 220/WV 28, Corridor D turns southward and crosses into Hardy County. Corridor D parallels US 220 until its connection with Corridor H just north of Moorefield. The estimated costs of a new highway facility are $482 to $500 million in Corridor B, $651 million in Corridor C, and $630 to $648 million in Corridor D. POSITIVE IMPACTS: Implementation would address inadequate roadway capacity, safety deficiencies, and limited regional mobility. The additional north-south system linkage would complete the regional road network and support economic development in the area. NEGATIVE IMPACTS: Corridor development would impact 118 to 152 acres of wetlands, 300,239 to 448,803 feet of streams, 719 to 2,244 acres of floodplains, four to eight flood control dams, 127 to 720 acres of rangeland, 9,890 to 11,409 acres of forests, 1,491 to 3,335 acres of prime farmland, eight to 10 parks and recreation areas, four to 21 historic sites, 5,338 to 7,709 acres with very high or high archaeological potential, and 58 to 70 community facilities. Residential and commercial displacements would result from impacts to built-up land: 4,060 acres in Corridor B; 2,940 acres in Corridor C; and 3,820 acres in Corridor D. Impacts to community cohesion would occur around new interchanges and major side road connections. Construction in any of the corridors could have a disproportionate effect to minority and low-income populations. JF - EPA number: 140109, Final EIS--474 pages, Appendices--286 pages, Maps--64 pages, April 11, 2014 PY - 2014 KW - Roads and Railroads KW - Appalachian Development Highways KW - Archaeological Sites KW - Community Facilities KW - Cultural Resources KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Forests KW - Historic Sites KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Wetlands KW - Virginia KW - West Virginia KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382999?accountid=14244 L2 - http://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=2014-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+220+NATIONAL+HIGHWAY+SYSTEM+%28NHS%29+CORRIDOR+BETWEEN+I-68+AND+CORRIDOR+H%2C+GRANT%2C+HARDY%2C+HAMPSHIRE%2C+AND+MINERAL+COUNTIES%2C+WEST+VIRGINIA%2C+AND+ALLEGANY+COUNTY%2C+MARYLAND.&rft.title=US+220+NATIONAL+HIGHWAY+SYSTEM+%28NHS%29+CORRIDOR+BETWEEN+I-68+AND+CORRIDOR+H%2C+GRANT%2C+HARDY%2C+HAMPSHIRE%2C+AND+MINERAL+COUNTIES%2C+WEST+VIRGINIA%2C+AND+ALLEGANY+COUNTY%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2014-11-01 N1 - SuppNotes - Final. Preparation date: April 11, 2014 N1 - Last updated - 2014-11-17 ER - TY - RPRT T1 - BOTTINEAU TRANSITWAY, HENNEPIN COUNTY, MINNESOTA. AN - 16375121; 16104 AB - PURPOSE: A project is proposed that will provide for transit improvements in the highly traveled northwest area of the Twin Cities in Minnesota. The Bottineau is located in Hennepin County, extending approximately 13 miles from downtown Minneapolis to the northwest serving north Minneapolis and the suburbs of Golden Valley, Robbinsdale, Crystal, New Hope, Osseo, Brooklyn Park, and Maple Grove. The transitway is anticipated to serve a broader area to the northwest, including the communities of Dayton, Rogers, and Hassan Township. This draft EIS evaluates a No-Build alternative, an Enhanced Bus/Transportation System Management (TSM) alternative, and four Build alternatives. The No-Build alternative reflects existing and committed improvements to the regional transit network for the horizon year of 2030 contained in the TPP. The Enhanced Bus/TSM alternative was defined as enhancements and upgrades to the existing transportation system in the project corridor, attempting to meet the projects purpose and need as much as possible without a major transit capital investment. Alternative A-C-D1 originates in Maple Grove at Hemlock Lane/Arbor Lakes Parkway and follows the future Arbor Lakes Parkway and Elm Creek Boulevard to the Burlington Northern Santa Fe (BNSF) railroad corridor located on the west side of Bottineau Boulevard. Alternative A-C-D1 includes up to 10 new stations, four of which are assumed to include park-and-ride lots. One potential operations and maintenance facility (OMF) site has been identified for Alignment A. Alternative A-C-D1 also includes five new bridge structures. Alternative A-C-D2 also originates in Maple Grove and follows the same alignment as Alternative A-C-D1 into Robbinsdale. Once in Robbinsdale, the alignment exits the BNSF railroad corridor near 34th Avenue and joins West Broadway Avenue where it enters Minneapolis. It then travels on Penn Avenue to TH 55 to Target Field Station in downtown Minneapolis. Alternative A-C-D2 includes 11 new stations and the same park-and-ride locations and general OMF location as identified in Alternative A-C-D1. Alternative A-C-D2 includes eight new bridge structures. Alternative B-C-D1 begins in Brooklyn Park just north of TH 610 near the Target North Campus, follows West Broadway Avenue, and crosses Bottineau Boulevard at 73rd Avenue to enter the BNSF railroad corridor. Adjacent to the freight rail tracks, it continues in the railroad corridor through the cities of Crystal, Robbinsdale, and Golden Valley. At TH 55, the alignment turns to the east and follows TH 55 to Target Field Station in downtown Minneapolis. Alternative B-C-D1 includes up to 10 new stations. Three of these stations would also include park-and-ride lots. Two potential OMF site options have been identified for alignment B. Alternative B-C-D1 includes four new bridges. Alternative B-C-D2 originates in Brooklyn Park, following the same alignment as Alternative B-C-D1 through the cities of Crystal and Robbinsdale. Once in Robbinsdale, the alignment exits the BNSF railroad corridor near 34th Avenue and joins West Broadway Avenue where it enters Minneapolis. It then travels on Penn Avenue to TH 55 to the Target Field Station in downtown Minneapolis. Alternative B-C-D2 includes 11 new stations and the same three park-and-ride locations and OMF location options as identified in Alternative B-C-D1 as well as seven new bridge structures. The project capital cost between the four Build Alternatives is between $1,002 million and $1,124 million. POSITIVE IMPACTS: The proposed project would help and ease the growing travel demand resulting from continuing growth in population and employment and increasing traffic congestion and limited fiscal resources. It would also provide more options to limited transit service to suburban destinations. The Build alternatives would provide 27,200 average weekday project boardings and 15,150 new transit riders. NEGATIVE IMPACTS: Between nine and 20 pedestrian and bicycle crossings would be closed with the Build Alternatives. The Build Alternatives would affect between 17 and 142 parcels of land and cause between eight and 113 residential displacement and two to six commercial displacements. The Build Alternatives would also affect area floodplains and wetlands, and cause impacts to noise and vibration levels. Soil disturbance and runoff could potentially erode slopes and drainage ways, form gullies, and deposit sediment in adjacent water bodies. JF - EPA number: 140108, Draft EIS--834 pages, April 11, 2014 PY - 2014 KW - Roads and Railroads KW - Railroads KW - Bridges KW - Parking KW - Central Business Districts KW - Floodplains KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - National Historic Preservation Act of 1966, Historic Sites KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375121?accountid=14244 L2 - http://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=2014-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BOTTINEAU+TRANSITWAY%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=BOTTINEAU+TRANSITWAY%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2014-11-01 N1 - SuppNotes - Draft. Preparation date: April 11, 2014 N1 - Last updated - 2014-11-17 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 23, FOND DU LAC TO PLYMOUTH, FOND DU LAC AND SHEBOYGAN COUNTIES, WISCONSIN (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2010). AN - 16386143; 16100 AB - PURPOSE: The improvement of Wisconsin State Highway 23 (WIS 23) between the cities of Fond du Lac and Plymouth in Fond du Lac and Sheboygan counties, Wisconsin is proposed. The 19.5-mile study corridor begins at the US 151 Fond du Lac Bypass, and extends eastward to County Road P in Sheboygan County. WIS 23 helps connect east central Wisconsin to the Fox Valley, Green Bay, Milwaukee, and Madison, Wisconsin, and Chicago, Illinois, economic centers. The current roadway does not adequately meet the regional transportation needs of these economic sectors and decreases the regions competitiveness. The draft EIS of November 2004 considered six build alternatives following three alignments, as well as a No Build Alternative. The draft supplemental EIS of December 2009 addressed new build alternative components and corridor preservation alternatives. After the release of a final EIS in June 2010, a Record of Decision (ROD) was issued on September 27, 2010 approving construction of a new four-lane facility on the existing alignment with corridor preservation at key intersections and local road connections. These WIS 23 corridor preservation measures would preserve the right-of-way (ROW) needed if future conversion of WIS 23 to a higher level access-controlled expressway is pursued. This limited-scope final supplemental EIS updates and clarifies portions of the original purpose and need, clarifies the discussion of alternatives that do not include capacity expansion, reconsiders determinations for three Section 4(f) properties, revises and updates the indirect and cumulative effects analysis, and seeks additional public involvement. The preferred alternative presented in the 2010 final EIS remains the preferred alternative in this final supplemental EIS. From US 151 to County Road UU, a suburban cross section would include four 12-foot lanes, 6-foot inside shoulders, 10-foot outside shoulders, and an 18-foot median. From County Road UU east to County Road P, an expressway cross section would include four 12-foot lanes, 6-foot inside shoulders, 10-foot outside shoulders, and a 60-foot median. An extension of the Old Plank Trail would be constructed from the town of Greenbush to the Prairie Trail in Fond du Lac. A series of local roads and interchanges would be constructed to improve highway mobility and safety. No corridor preservation is proposed for the connection between US 151 and WIS 23. Estimated costs in year-of-expenditure dollars for the preferred build alternative and the preferred corridor preservation are $128.2 million and $38.0 million, respectively. POSITIVE IMPACTS: The project would complete the system link of US 41 to Interstate 43 between the cities of Fond du Lac and Sheboygan. The additional highway capacity would serve existing and projected traffic volumes and improve operational efficiency and safety. Corridor preservation would secure ROW for future transportation needs. NEGATIVE IMPACTS: New ROW requirements would convert 492 acres to highway use and result in 23 farm relocations, 36 residential relocations, and 12 business relocations. Construction would encroach on the floodplain, fill 50 acres of wetlands, and affect 56.4 acres of upland/woodland habitat including habitat for state-protected species. Traffic noise would impact up to 50 receptors. JF - EPA number: 140104, Final Supplemental EIS Executive Summary--24 pages, Volume I--608 pages, Volume II--346 pages, April 4, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-04-03-LS SF KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin 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/16386143?accountid=14244 L2 - http://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=2014-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+23%2C+FOND+DU+LAC+TO+PLYMOUTH%2C+FOND+DU+LAC+AND+SHEBOYGAN+COUNTIES%2C+WISCONSIN+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.title=WISCONSIN+STATE+HIGHWAY+23%2C+FOND+DU+LAC+TO+PLYMOUTH%2C+FOND+DU+LAC+AND+SHEBOYGAN+COUNTIES%2C+WISCONSIN+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2014-11-01 N1 - SuppNotes - Final. Preparation date: April 4, 2014 N1 - Last updated - 2014-11-13 ER - TY - RPRT T1 - NEW YORK GATEWAY CONNECTIONS IMPROVEMENT PROJECT TO THE US PEACE BRIDGE PLAZA, ERIE COUNTY, NEW YORK. AN - 1623246258; 16097 AB - PURPOSE: A proposal to address the limited direct access between the US Border Port of Entry/Peace Bridge Plaza (Plaza) and Interstate 190 (I-190) is presented. The Project would reduce the use of local streets by interstate traffic in the City of Buffalo, New York and provide access to the existing Plaza at its current location. Analyses indicate that most cross-border traffic to and from the Plaza originates from or is destined to I-190. Though it varies by time of day, approximately 20 percent of cars and 10 percent of trucks that are destined to Canada must exit southbound I-190 at Porter Avenue and travel the local streets to the Plaza. Similarly, 15 percent of cars and 5 percent of trucks exiting the Plaza must travel along the local streets to access northbound I-190. These Plaza movements result in as many as 211 interstate vehicles on Porter Avenue between I-190 and Baird Drive during the weekday PM peak hour. This accounts for approximately 15 percent of all traffic on the local-street segment and constitutes as many as 25 trucks during the weekday AM peak hour. A No Build Alternative and a Build Alternative were considered for this final EIS. The No Build Alternative assumes no improvements in the project area other than those planned by others or implemented as part of routine maintenance. The Build Alternative would include a new ramp (Ramp D), providing direct access from the Plaza to northbound I-190. It would also include a new ramp (Ramp PN) from Porter Avenue to the existing I-190 northbound exit-ramp (Ramp N/Ramp A) to the Plaza. The combination of these new ramps would allow removal of Baird Drive and conversion of the existing roadbed into additional Front Park green space. With the removal of Baird Drive, 4.5 acres of green space located between Busti Avenue and Baird Drive would be reconnected to the greater park area. This alternative would require modifications to the Massachusetts Pumping Station Access Road, the Shoreline Trail (Riverwalk) bicycle-pedestrian facility along the waterfront, and four existing ramps in the vicinity of the Plaza, as well as new signing approaching and within the Plaza to clearly direct vehicles to the appropriate ramps and routes. To accommodate the new Ramp PN at Porter Avenue and the existing adjacent I-190 northbound entrance-ramp (Ramp P), Porter Avenue would be modified to include a roundabout or signalized intersection. Modification along Porter Avenue would include removal and replacement of the bridge over I-190, relocation of the Front Park entrance, and a new shared-use path. POSITIVE IMPACTS: The Build Alternative would: (1) reduce the need to use local streets as part of the international and regional highway transportation system; (2) eliminate the signalized, at-grade intersection at Baird Drive and Ramp A; (3) remove 10 existing non-standard highway features; (4) provide a shared-use pathway along Porter Avenue to improve safety and connectivity between Front Park, LaSalle Park, and the local neighborhood; and (5)provide an improved Shoreline Trail (Riverwalk) connection to the riverfront. NEGATIVE IMPACTS: Localized short-term delays to motorists traveling on roadways adjacent to the Project Area may result from associated construction activities. A slight reduction in cross-border traffic on Porter Avenue and Baird Drive may cause a slight reduction in sales volume at a few local establishments. The Build Alternative would result in direct effects on two historic properties within the APE, Front Park and Porter Avenue though the removal of Baird Drive, reconfiguring the entrance to Front Park from Porter Avenue, and modifications to Porter Avenue as a result of new ingress/egress for the Plaza. The Project would result in indirect effects on all the historic properties within the APE primarily through changes to viewsheds of, within, and from these historic properties. JF - EPA number: 140101, Final EIS Volume I--348 pages, Volume II--2,204 pages, April 4, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-13-02-F KW - Section 4(f) Statements KW - Section 106 Statements KW - Roads KW - Traffic Analyses KW - Transportation KW - Highways KW - Highway Structures KW - Border Stations KW - Historic Sites KW - New York KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1623246258?accountid=14244 L2 - http://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=2014-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK+GATEWAY+CONNECTIONS+IMPROVEMENT+PROJECT+TO+THE+US+PEACE+BRIDGE+PLAZA%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=NEW+YORK+GATEWAY+CONNECTIONS+IMPROVEMENT+PROJECT+TO+THE+US+PEACE+BRIDGE+PLAZA%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2014-11-01 N1 - SuppNotes - Final. Preparation date: April 4, 2014 N1 - Last updated - 2014-11-13 ER - TY - JOUR T1 - Defining functional urban regions in Bahia, Brazil, using roadway coverage and population density variables AN - 1562671859; 20536102 AB - The concept of Functional Urban Regions (FURs), also called Metropolitan Regions (MRs), is not simple. It is clear, though, that they are not simply a combination of adjacent municipalities or areas. Different methods can be used for their definition. However, especially in developing countries, the application of some methods is not possible, due to the unavailability of detailed data. Alternative approaches have been developed based on spatial analysis methods and using variables extracted from available data. The objective of this study is to compare the results of two spatial analysis methods exploring two variables: population density and an indicator of transport infrastructure supply. The first method regards Exploratory Spatial Data Analyses tools, which define uniform regions based on specific variables. The second method used the same variables and the spatial analysis technique available in the computer program SKATER - Spatial 'K'luster Analysis by Tree Edge Removal. Assuming that those classifications of regions with similar characteristics can be used for identifying potential FURs, the results of all analyses were compared with one another and with the 'official' MR. A combined approach was also considered for comparison, but none of the results match the existing MR boundaries, what challenges the official definitions. JF - Journal of Transport Geography AU - da Silva, Antonio Nelson Rodrigues AU - Manzato, Gustavo Garcia AU - Pereira, Heber Tiago Santos AD - University of Sao Paulo, Sao Carlos School of Engineering, Department of Transportation Engineering, Av. Trabalhador Sao-carlense, 400, CEP 13560-590 Sao Carlos, SP, Brazil, anelson@sc.usp.br Y1 - 2014/04// PY - 2014 DA - April 2014 SP - 79 EP - 88 PB - Elsevier B.V., The Boulevard Kidlington Oxford OX5 1GB United Kingdom VL - 36 SN - 0966-6923, 0966-6923 KW - Sustainability Science Abstracts; Environment Abstracts KW - Functional urban regions KW - Metropolitan regions KW - Spatial analysis KW - Spatial statistics KW - Cluster analysis KW - Infrastructure KW - Computer programs KW - Classification KW - Trees KW - Brazil KW - Population density KW - Geography KW - Highways KW - Developing countries KW - Metropolitan areas KW - M3 1010:Issues in Sustainable Development KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1562671859?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=Journal+of+Transport+Geography&rft.atitle=Defining+functional+urban+regions+in+Bahia%2C+Brazil%2C+using+roadway+coverage+and+population+density+variables&rft.au=da+Silva%2C+Antonio+Nelson+Rodrigues%3BManzato%2C+Gustavo+Garcia%3BPereira%2C+Heber+Tiago+Santos&rft.aulast=da+Silva&rft.aufirst=Antonio+Nelson&rft.date=2014-04-01&rft.volume=36&rft.issue=&rft.spage=79&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transport+Geography&rft.issn=09666923&rft_id=info:doi/10.1016%2Fj.jtrangeo.2014.03.001 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-09-01 N1 - Last updated - 2016-03-17 N1 - SubjectsTermNotLitGenreText - Infrastructure; Computer programs; Classification; Trees; Spatial analysis; Population density; Geography; Developing countries; Highways; Metropolitan areas; Brazil DO - http://dx.doi.org/10.1016/j.jtrangeo.2014.03.001 ER - TY - JOUR T1 - Investigation of landslide potential parameters on Zonguldak-Ereli Highway and adverse effects of landslides in the region AN - 1534829788; 19363500 AB - Landslides are natural phenomena in the same class of natural disasters as earthquakes, floods, hurricanes, erosion, and volcanic eruptions that adversely affect human lives and property. Owing to their widespread occurrence, landslides are easily visible and able to be partially understood by people witnessing them. Nevertheless, to comprehend the detail of their formation and determine their potential, it is necessary to undertake geodetic, geological, and geophysical measurements in regions prone to landslides. By analyzing these measurements, it is possible to better ascertain those regions predisposed to landslides and thus provide the means to prevent loss of life and property. The city of Zonguldak, situated in the Western Black Sea region of Turkey, has a high occurrence of landslides owing to its harsh topography with rugged and steep slopes and rainfall in almost every season. Furthermore, the diurnal temperature ranging up to 10 degree C in all seasons, especially in winter, plays a crucial role in rock disintegration in this region. Other factors damage ground composition and trigger landslides, such as underground mining operations, road construction that collapses rocky hills using explosives, and excavation works in steep terrain for building construction. This study gives a detailed account of the causes and adverse effects of landslides and their parameters through examples of landslide occurrences in the region, together with the results and analyses of two periods of geodetic measurements conducted on the Zonguldak-Ereli Highway in Iliksu district. JF - Environmental Monitoring and Assessment AU - Can, Eray AD - Yalova University, Engineering Faculty, Department of Transportation Engineering, Sehit Oemer Faydali Street, 77100, Yalova, Turkey, can.eray@hotmail.com Y1 - 2014/04// PY - 2014 DA - April 2014 SP - 2435 EP - 2447 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 186 IS - 4 SN - 0167-6369, 0167-6369 KW - Aqualine Abstracts; Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Environment Abstracts KW - Earthquakes KW - Rainfall KW - MED, Black Sea KW - Assessments KW - Floods KW - Geophysics KW - Slopes KW - Highways KW - Topography KW - Urban areas KW - Environmental monitoring KW - MED, Turkey KW - Diurnal variations KW - Volcanic eruptions KW - Temperature KW - Disasters KW - Natural disasters KW - Landslides KW - Hurricanes KW - Erosion KW - Mining KW - Side effects KW - Road construction KW - Hills KW - AQ 00001:Water Resources and Supplies KW - Q2 09270:Seismology KW - SW 0810:General KW - ENA 12:Oceans & Estuaries UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1534829788?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Environmental+Monitoring+and+Assessment&rft.atitle=Investigation+of+landslide+potential+parameters+on+Zonguldak-Ereli+Highway+and+adverse+effects+of+landslides+in+the+region&rft.au=Can%2C+Eray&rft.aulast=Can&rft.aufirst=Eray&rft.date=2014-04-01&rft.volume=186&rft.issue=4&rft.spage=2435&rft.isbn=&rft.btitle=&rft.title=Environmental+Monitoring+and+Assessment&rft.issn=01676369&rft_id=info:doi/10.1007%2Fs10661-013-3550-3 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-01 N1 - Number of references - 32 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Environmental monitoring; Earthquakes; Landslides; Hurricanes; Volcanic eruptions; Disasters; Mining; Diurnal variations; Rainfall; Temperature; Natural disasters; Erosion; Floods; Geophysics; Highways; Road construction; Side effects; Urban areas; Hills; Topography; Assessments; Slopes; MED, Turkey; MED, Black Sea DO - http://dx.doi.org/10.1007/s10661-013-3550-3 ER - TY - RPRT T1 - BILLINGS BYPASS PROJECT, YELLOWSTONE COUNTY, MONTANA. AN - 1622585148; 16095 AB - PURPOSE: Construction of the Billings Bypass Project, a new principal arterial connecting Interstate 90 (I-90) east of Billings with Old Highway 312 in Yellowstone County, Montana is proposed. Both I-90 and U.S. Highway 87 (US 87) cross the Yellowstone River near downtown Billings, and the next river crossing is over nine miles north at Huntley. Challenging topography, limited connections across the river, the Montana Rail Link railroad tracks, and I-90 are major physical barriers for north-south transportation connections in the eastern Billings area. Currently, local and regional north-south traffic is funneled through the US 87/Main Street corridor in the urban area of Billings. Four alternatives, including a No Build Alternative, are evaluated in this final EIS. Each of the three build alternatives begins at the Johnson Lane interchange with I-90 and uses the same alignment north and east toward the Yellowstone River. Five proposed options for the Johnson Lane/I-90 interchange area include improvements to the Johnson Lane intersections with North Frontage Road, the I-90 on-/off-ramps, and Old Hardin Road, as well as the Old Hardin Road/Becraft Lane intersection. North of the river, three corridors have been identified to complete the connection to Old Highway 312. The Mary Street Option 1 Alternative would cross the river south of Five Mile Creek and parallel the north side of Mary Street to its intersection with Main Street/Old Highway 312. Secondary improvements would be necessary to meet traffic and safety design objectives and would consist of reconstructing portions of Five Mile Road and building a new segment between Dover Road and Old Highway 312. The Mary Street Option 2 Alternative would be similar, but would cross the Yellowstone River north of Five Mile Road. The Five Mile Road Alternative would use the same river crossing as Mary Street Option 2, but would follow the existing Five Mile Road alignment north. A new road segment would extend north of Dover Road to connect with Old Highway 312. Secondary improvements would primarily involve reconstruction of Mary Street and its connection to Five Mile Road. The preliminary preferred alternative is Mary Street Option 2 with an estimated construction cost of $112 million. POSITIVE IMPACTS: The proposed bypass would provide an additional Yellowstone River crossing for transportation system reliability and redundancy, an additional connection between Lockwood and Billings, and improved mobility to and from Billings Heights. In addition, the improved access and connectivity would support long-term planning for the entire urban area. NEGATIVE IMPACTS: Construction of a new bridge crossing of the Yellowstone River would result in wildlife mortality, displacement, and habitat fragmentation. The Mary Street Option 2 Alternative would require 254 acres of new right-of-way and would displace 15 acres of important farmland, 4.5 acres of wetlands, 13 residences, and one commercial structure. The alignment crosses a planned extension of Kiwanis Trail, a planned trail along Five Mile Creek, and the southern portion of the planned John H. Dover Memorial Park. Noise levels would impact six residences. JF - EPA number: 140099, Final EIS Volume I--593 pages, Volume II--639 pages, Volume III--401 pages, March 28, 2014 PY - 2014 KW - Roads and Railroads KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Montana KW - Yellowstone River KW - Federal Water Pollution Control Act of 1972, Section 404 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/1622585148?accountid=14244 L2 - http://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=2014-03-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BILLINGS+BYPASS+PROJECT%2C+YELLOWSTONE+COUNTY%2C+MONTANA.&rft.title=BILLINGS+BYPASS+PROJECT%2C+YELLOWSTONE+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2014-11-01 N1 - SuppNotes - Final. Preparation date: March 28, 2014 N1 - Last updated - 2014-11-12 ER - TY - CPAPER T1 - the Georgia Geology and Aggregate Materials Explorer (GAME): Dynamic Delivery of Geologic and Engineering Data T2 - 49th Annual Meeting of the Northeastern Section of Geological Society of America AN - 1518617414; 6286013 JF - 49th Annual Meeting of the Northeastern Section of Geological Society of America AU - Harris, R Y1 - 2014/03/23/ PY - 2014 DA - 2014 Mar 23 KW - Data processing KW - Geology KW - USA, Georgia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1518617414?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=49th+Annual+Meeting+of+the+Northeastern+Section+of+Geological+Society+of+America&rft.atitle=the+Georgia+Geology+and+Aggregate+Materials+Explorer+%28GAME%29%3A+Dynamic+Delivery+of+Geologic+and+Engineering+Data&rft.au=Harris%2C+R&rft.aulast=Harris&rft.aufirst=R&rft.date=2014-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=49th+Annual+Meeting+of+the+Northeastern+Section+of+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2014NE/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-04-23 N1 - Last updated - 2014-04-24 ER - TY - CPAPER T1 - New Applications for Interferometric Synthetic Aperture Radar [Insar]: Field Validation Studies of Persistent, Distributed, and Temporary Scatterers T2 - 49th Annual Meeting of the Northeastern Section of Geological Society of America AN - 1518617322; 6286066 JF - 49th Annual Meeting of the Northeastern Section of Geological Society of America AU - Bruckno, Brian Y1 - 2014/03/23/ PY - 2014 DA - 2014 Mar 23 KW - Synthetic aperture radar KW - Radar UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1518617322?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=49th+Annual+Meeting+of+the+Northeastern+Section+of+Geological+Society+of+America&rft.atitle=New+Applications+for+Interferometric+Synthetic+Aperture+Radar+%5BInsar%5D%3A+Field+Validation+Studies+of+Persistent%2C+Distributed%2C+and+Temporary+Scatterers&rft.au=Bruckno%2C+Brian&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2014-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=49th+Annual+Meeting+of+the+Northeastern+Section+of+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2014NE/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-04-23 N1 - Last updated - 2014-04-24 ER - TY - RPRT T1 - URANIUM LEASING PROGRAM, MESA, MONTROSE, AND SAN MIGUEL COUNTIES, COLORADO. AN - 16382868; 16084 AB - PURPOSE: Alternatives for the management of the Department of Energy's (DOE's) legacy Uranium Leasing Program (ULP) in western Colorado are proposed. The ULP administers 31 tracts of land covering an aggregate of approximately 25,000 acres in Mesa, Montrose, and San Miguel counties for exploration, mine development and operations, and reclamation of uranium mines. There are currently 29 existing leases; two of the lease tracts are not leased. Site-specific information available on the 31 lease tracts (including current lessee information and status, size of each lease tract, previous mining operations that occurred, location of existing permitted mines and associated structures, and other environmental information) has been utilized as the basis for the evaluation contained in this final ULP programmatic EIS. The lease tracts vary in size from as small as 25 acres to as large as about 4,000 acres. The active leases are held by five companies: 1) Golden Eagle Uranium, LLC; 2) Cotter Corporation; 3) Gold Eagle Mining, Inc.; 4) Colorado Plateau Partners; and 5) Energy Fuels Resources Corporation, Inc. Five alternatives are analyzed. Under Alternative 1, DOE would terminate all leases, and all operations would be reclaimed by lessees. DOE would continue to manage the withdrawn lands, without leasing, in accordance with applicable requirements. Alternative 2 would terminate leases as under Alternative 1, except once reclamation was completed by lessees, DOE would relinquish the lands. If the Bureau of Land Management (BLM) determines the lands were suitable to be managed as public domain lands, they would be managed by BLM under its multiple use policies. DOEs uranium leasing program would end. Under Alternative 3, the ULP would continue as it existed before July 2007 with the 13 then-active leases, for the next 10-year period or for another reasonable period, and then the remaining leases would be terminated. Alternative 4, which is the preferred alternative, would continue the ULP with the 31 lease tracts for the next 10-year period or for another reasonable period. For the purposes of analysis, it is assumed that there would be a total of 19 mines operating at various production rates at the same time during what would be considered the peak year of operations. Total tonnage of ore generated for the peak year of operation would be about 480,000 tons. The annual amount of water needed for the 19 active mines assumed for Alternative 4 would be about 6.3 million gallons. Retention ponds would be used to capture surface water and prevent sediment from entering nearby streams and drainages. As many as four retention ponds are assumed for the peak ULP mining activities. This alternative includes a requirement for future mines to be at least 0.25 mile from the Dolores River. Alternative 5 is the No Action Alternative and would continue the ULP with the 31 lease tracts for the remainder of the 10-year period, as the leases were when they were issued in 2008. POSITIVE IMPACTS: A management decision would determine the future course of the ULP, including whether to continue leasing some or all of the withdrawn lands and government-owned patented claims for the exploration and production of uranium and vanadium ores. Implementation of the preferred alternative would ensure a supply of domestic uranium to meet nuclear energy development needs in the United States. NEGATIVE IMPACTS: Air quality impacts are expected to be minimal and temporary. Estimated ground disturbance under Alternative 4 would impact 460 acres of soils, vegetation, and habitat. Mine development and operations on the lease tracts closest to the Dolores and San Miguel rivers would have the greatest potential to affect water quality because of erosion. A limited number of existing domestic water wells could be affected if local groundwater is contaminated or aquifers are dewatered. Water withdrawals from the Upper Colorado River Basin to support mining activities may result in potentially unavoidable impacts on aquatic biota, particularly the Colorado River endangered fish species. Direct impacts could occur on 21 buried cultural resources. Noise impacts could exceed the Colorado daytime limit of 55 decibels. In addition, noise from haul trucks could exceed the Colorado nighttime limit of 50 decibels within 350 feet from the haul route. Lease tracts would be visible from numerous wildlife study areas, special recreation areas, the Canyon of the Ancients National Monument, and Trail of the Ancient Byways. Human exposure from background radiation is expected to be negligible. JF - EPA number: 140088, Final EIS Volume 1--782 pages, Volume 2--578 pages, Volume 3--636 pages, March 21, 2014 PY - 2014 KW - Energy KW - Agency number: DOE/EIS-0472 KW - Cultural Resources KW - Erosion KW - Exploration KW - Fish KW - Leasing KW - Mineral Resources KW - Mineral Resources Management KW - Mining KW - Noise KW - Noise Standards Violations KW - Property Disposition KW - Radiation KW - Radioactive Substances KW - Reclamation (Mining) KW - Rivers KW - Soils KW - Vegetation KW - Visual Resources KW - Water Resources KW - Wildlife Habitat KW - Colorado KW - Atomic Energy Act of 1954, Compliance KW - Energy Policy Act of 2005, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382868?accountid=14244 L2 - http://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=2014-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=URANIUM+LEASING+PROGRAM%2C+MESA%2C+MONTROSE%2C+AND+SAN+MIGUEL+COUNTIES%2C+COLORADO.&rft.title=URANIUM+LEASING+PROGRAM%2C+MESA%2C+MONTROSE%2C+AND+SAN+MIGUEL+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Energy, Office of Legacy Management, Westminster, Colorado; DOE N1 - Date revised - 2014-10-01 N1 - SuppNotes - Final. Preparation date: March 21, 2014 N1 - Last updated - 2014-10-31 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS. AN - 1618815572; 16083 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long, limited-access toll facility from Interstate 35E (I-35E)/State Highway (SH) 183 to US 175/SH 310 in Dallas, Dallas County, Texas is proposed. The project corridor includes a portion of the Dallas floodway of the Trinity River, located on the west side of downtown Dallas. Area highways and numerous local arterial streets are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. A No Build Alternative (Alternative 1) and four build alternatives are evaluated in this final EIS. Alternatives 2A and 2B would generally follow existing Irving/Riverfront (Industrial) Boulevard. Alternative 3C would generally follow along the east levee of the Dallas Floodway, and Alternative 4B would be a split configuration with north and southbound lanes generally following along the east and west Dallas Floodway levees, respectively. The project would involve the staged construction of a six-lane controlled access toll facility with local street interchanges, and freeway-to-tollway interchanges at I-35E/SH 183, US 175/SH 310, Woodall Rodgers Freeway, and I-45. The proposed facility would be grade separated at crossings of existing highways and local arterial streets. This limited scope supplemental EIS includes an update on the project development study process, an evaluation of the compatibility of the Trinity Parkway alternatives with city of Dallas levee remediation plans for the Dallas floodway, an analysis of the practicability of Trinity Parkway alternatives pursuant to Executive Order 11990 (Protection of Wetlands) and Executive Order 11988 (Floodplain Management), and an update on activities relating to historic resources. Estimated cost of the project ranges from $1.4 billion to $2.4 billion in 2011 dollars. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved. NEGATIVE IMPACTS: Right-of-way requirements of 264 to 490 acres would displace 24 to 272 commercial buildings, six to 11 residences, and five to 11 community and public buildings. The facility would affect 55 to 418 acres of floodplain and displace up to 111 acres of wetlands. Alternative 3C would impact integrity of design, materials, and workmanship of the Continental Avenue Viaduct. New impermeable surface and stormwater runoff would increase contaminants and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 209 sensitive receptor sites. Construction workers would encounter 16 to 35 high-risk hazardous material sites. JF - EPA number: 140087, Final EIS Volume I--1,001 pages, Volume II--2,061 pages, March 21, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1618815572?accountid=14244 L2 - http://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=2014-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS.&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 - 2014-10-01 N1 - SuppNotes - Final. Preparation date: March 21, 2014 N1 - Last updated - 2014-10-31 ER - TY - RPRT T1 - GULF COAST PARKWAY, FROM US 98 TO US 231 AND US 98 (TYNDALL PARKWAY), BAY AND GULF COUNTIES, FLORIDA. AN - 1618815567; 16069 AB - PURPOSE: A new four-lane divided, controlled-access, arterial highway, approximately 30 miles in length in Bay and Gulf Counties, Florida, is proposed. The proposed facility would provide an urban typical section with bicycle lane and sidewalks in urban areas and a rural typical section with a multi-use trail on one side of the highway. The proposed new road would also provide a new high-level bridge across the Gulf Intracoastal Waterway (ICWW) to connect US 98 in Gulf County with US 231 and US 98 (Tyndall Parkway) in Bay County. The majority of the study area where alternative alignments have been proposed is undeveloped or in agricultural use. Of 18 corridor alternatives developed, it was determined that 12 met the purpose and need criteria. The project is anticipated to be constructed in segments based on a variety of factors including the need for connectivity, transportation demand, and funding. In some segments the project may be constructed initially with two 12-foot lanes. The proposed design speed is 65 mph for the rural roadway, and 50 mph for the urban highway. In this draft EIS, five build alternatives and one no action alternative were considered. Alternative 8 utilizes segments 1, 3, 8, 10, 14, 15, 17, 21, 25, 26, and 17; Alternative 14 utilizes segments 1, 3, 8, 10, 14, 15, 17, 21, 25, 30, 31, 36, 37, and 18; Alternative 14 uses segments 1, 3, 8, 10, 14, 15, 17, 21, 25, 30, 31, 36, 37, and 38; Alternative 15 uses segments 1, 3, 8, 10, 12, 14, 15, 17, 21, 25, 40, and 41; Alternative 17 utilizes segments 2, 16, 18, 21, 25, 26, and 27; and Alternative 19 utilizes segments 2, 16, 18, 21, 25, 29, 34, 36, 37, and 38. POSITIVE IMPACTS: The proposed project would: (1) enhance economic development in Gulf County; (2) improve mobility within the regional transportation network by providing a new connection to the existing transportation network; (3) improve security of the Tyndall Air Force Base by providing a shorter detour route; and (4) improve hurricane evacuation for residents of coastal Gulf County and southeastern Bay County by providing an additional evacuation route. NEGATIVE IMPACTS: Between 26 and 32 residences and three and four businesses would be displaced with the build alternatives. The build alternatives would also negatively affect noise pollution. The project may interfere with between 14-21 state or federally protected species. All build alternatives would affect between 14,478 and 16,798 acres of wetlands, and as well as a significant portion of floodplains. Most impacts to individual species habitats are less than five percent of the available habitat, except for the Panama City Crayfish. Of the 35,311 acres of Panama City Crayfish habitat within the study area, around 25.2 to 26.7 percent would be affected. JF - EPA number: 140073, Draft EIS--540 pages, Appendices--485 pages, March 21, 2014 PY - 2014 KW - Roads and Railroads KW - Land Acquisitions KW - Highway Structures KW - Highways KW - Noise KW - Floodplains KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Traffic Analyses KW - Shellfish KW - Noise Assessments KW - Florida KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1618815567?accountid=14244 L2 - http://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=2014-03-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GULF+COAST+PARKWAY%2C+FROM+US+98+TO+US+231+AND+US+98+%28TYNDALL+PARKWAY%29%2C+BAY+AND+GULF+COUNTIES%2C+FLORIDA.&rft.title=GULF+COAST+PARKWAY%2C+FROM+US+98+TO+US+231+AND+US+98+%28TYNDALL+PARKWAY%29%2C+BAY+AND+GULF+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2014-10-01 N1 - SuppNotes - Draft. Preparation date: March 21, 2014 N1 - Last updated - 2014-10-31 ER - TY - JOUR T1 - Demonstration of PEER record processing methodology AN - 1800391296; 2016-054900 JF - Seismological Research Letters AU - Ancheta, Tim D AU - Chiou, Brian S J AU - Darragh, R B AU - Goulet, C A AU - Kishida, T AU - Kottke, Albert R AU - Ktenidou, Olga J AU - Silva, W J AU - Anonymous Y1 - 2014/03// PY - 2014 DA - March 2014 SP - 537 PB - Seismological Society of America, El Cerrito, CA VL - 85 IS - 2 SN - 0895-0695, 0895-0695 KW - geologic hazards KW - seismic risk KW - natural hazards KW - ground motion KW - risk assessment KW - information management KW - earthquakes KW - data management KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1800391296?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=Seismological+Research+Letters&rft.atitle=Demonstration+of+PEER+record+processing+methodology&rft.au=Ancheta%2C+Tim+D%3BChiou%2C+Brian+S+J%3BDarragh%2C+R+B%3BGoulet%2C+C+A%3BKishida%2C+T%3BKottke%2C+Albert+R%3BKtenidou%2C+Olga+J%3BSilva%2C+W+J%3BAnonymous&rft.aulast=Ancheta&rft.aufirst=Tim&rft.date=2014-03-01&rft.volume=85&rft.issue=2&rft.spage=537&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - Seismological Society of America 2014 annual meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - PubXState - CA N1 - Last updated - 2016-09-16 N1 - SubjectsTermNotLitGenreText - data management; earthquakes; geologic hazards; ground motion; information management; natural hazards; risk assessment; seismic risk ER - TY - JOUR T1 - A GIS method for landslide inventory and susceptibility mapping in the Rio El Estado watershed, Pico de Orizaba Volcano, Mexico AN - 1560083313; 2014-067764 AB - In volcanic terrains, dormant stratovolcanoes are very common and can trigger landslides and debris flows continually along stream systems, thereby affecting human settlements and economic activities. It is important to assess their potential impact and damage through the use of landslide inventory maps and landslide models. In Mexico, numerous geographic information systems (GIS)-based applications have been used to represent and assess slope stability. However, there is no practical and standardized landslide mapping methodology under a GIS. This work provides an overview of the ongoing research project from the Institute of Geography at the National Autonomous University of Mexico that seeks to conduct a multi-temporal landslide inventory and produce a landslide susceptibility map by using GIS. The Rio El Estado watershed on the southwestern flank of Pico de Orizaba volcano, the highest mountain in Mexico, is selected as a study area. The geologic and geomorphologic factors in combination with high seasonal precipitation, high degree of weathering, and steep slopes predispose the study area to landslides. The method encompasses two main levels of analysis to assess landslide susceptibility. First, the project aims to derive a landslide inventory map from a representative sample of landslides using aerial orthophotographs and field work. Next, the landslide susceptibility is modelled by using multiple logistic regression implemented in a GIS platform. The technique and its implementation of each level in a GISs-based technology is presented and discussed. Copyright 2013 Springer Science+Business Media Dordrecht JF - Natural Hazards AU - Legorreta Paulin, Gabriel AU - Bursik, Marcus AU - Hubp, Jose Lugo AU - Mejia, Luis Mario Paredes AU - Aceves Quesada, Fernando Y1 - 2014/03// PY - 2014 DA - March 2014 SP - 229 EP - 241 PB - Springer, Dordrecht VL - 71 IS - 1 SN - 0921-030X, 0921-030X KW - stratovolcanoes KW - geologic hazards KW - statistical analysis KW - mapping KW - debris flows KW - landslides KW - Mexico KW - geographic information systems KW - Pico de Orizaba KW - mass movements KW - natural hazards KW - volcanoes KW - risk assessment KW - information systems KW - regression analysis KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1560083313?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=Natural+Hazards&rft.atitle=A+GIS+method+for+landslide+inventory+and+susceptibility+mapping+in+the+Rio+El+Estado+watershed%2C+Pico+de+Orizaba+Volcano%2C+Mexico&rft.au=Legorreta+Paulin%2C+Gabriel%3BBursik%2C+Marcus%3BHubp%2C+Jose+Lugo%3BMejia%2C+Luis+Mario+Paredes%3BAceves+Quesada%2C+Fernando&rft.aulast=Legorreta+Paulin&rft.aufirst=Gabriel&rft.date=2014-03-01&rft.volume=71&rft.issue=1&rft.spage=229&rft.isbn=&rft.btitle=&rft.title=Natural+Hazards&rft.issn=0921030X&rft_id=info:doi/10.1007%2Fs11069-013-0911-8 L2 - http://www.springerlink.com/(j0cav1mkaqwmj255qh105vjp)/app/home/journal.asp?referrer=parent&backto=linkingpublicationresults,1:102967,1 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Date revised - 2014-01-01 N1 - Number of references - 42 N1 - Document feature - illus. incl. 2 tables, sketch map N1 - Last updated - 2014-09-05 N1 - SubjectsTermNotLitGenreText - debris flows; geographic information systems; geologic hazards; information systems; landslides; mapping; mass movements; Mexico; natural hazards; Pico de Orizaba; regression analysis; risk assessment; statistical analysis; stratovolcanoes; volcanoes DO - http://dx.doi.org/10.1007/s11069-013-0911-8 ER - TY - JOUR T1 - Material properties and fire test results AN - 1505345635; 19322909 AB - Five material properties commonly used to describe the fire behavior of solids were evaluated as sole explanatory variables for four small-scale fire tests with pass/fail outcomes by using a physically based probabilistic (phlogistic) burning model. The phlogistic model describes the likelihood of passing vertical Bunsen burner tests and a regulatory heat release rate test reasonably well over a wide range of material properties, as deduced from the correlation coefficient and mean deviation of the predicted and measured values. Of the thermal, combustion, and fire properties examined, the best predictors of the likelihood of passing the fire tests of this study were the heat of combustion of the sample, the heat release capacity, and the heat release parameter. The relative merits and drawbacks of qualitative (threshold) and quantitative (probabilistic) approaches to predicting fire test results using thermal and combustion properties are discussed. Published 2013. This article is a U.S. Government work and is in the public domain in the USA. JF - Fire and Materials AU - Lyon, Richard E AU - Safronava, Natallia AU - Quintiere, James G AU - Stoliarov, Stanislav I AU - Walters, Richard N AU - Crowley, Sean AD - Federal Aviation Administration, W.J. Hughes Technical Center, Atlantic City International Airport, NJ, 08405, USA. Y1 - 2014/03// PY - 2014 DA - Mar 2014 SP - 264 EP - 278 PB - Wiley-Blackwell, 111 River Street Hoboken NJ 07030-5774 United States VL - 38 IS - 2 SN - 0308-0501, 0308-0501 KW - Health & Safety Science Abstracts KW - fire test KW - flammability KW - flame test KW - material properties KW - polymers KW - plastics KW - microscale combustion calorimetry KW - probability KW - Fires KW - USA KW - Burning KW - Heat transfer KW - Combustion KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1505345635?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=Fire+and+Materials&rft.atitle=Material+properties+and+fire+test+results&rft.au=Lyon%2C+Richard+E%3BSafronava%2C+Natallia%3BQuintiere%2C+James+G%3BStoliarov%2C+Stanislav+I%3BWalters%2C+Richard+N%3BCrowley%2C+Sean&rft.aulast=Lyon&rft.aufirst=Richard&rft.date=2014-03-01&rft.volume=38&rft.issue=2&rft.spage=264&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/10.1002%2Ffam.2179 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-03-01 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Fires; Burning; Combustion; Heat transfer; USA DO - http://dx.doi.org/10.1002/fam.2179 ER - TY - RPRT T1 - CONSTITUTION PIPELINE AND WRIGHT INTERCONNECT PROJECTS, SUSQUEHANNA COUNTY, PENNSYLVANIA AND BROOME, CHENANGO, DELAWARE, AND SCHOHARIE COUNTIES, NEW YORK. AN - 16384172; 16035 AB - PURPOSE: On June 13, 2013, Constitution Pipeline Company, LLC and Iroquois Gas Transmission System, LP, filed applications with the FERC to construct, install, own, operate, and maintain certain interstate natural gas pipeline facilities in Pennsylvania and New York. Constitutions proposal, referred to as the Constitution Pipeline Project, would involve the construction and operation of 124.4 miles of new 30-inch-diameter natural gas pipeline and associated equipment and facilities in Pennsylvania and New York. Constitution also proposes to construct and operate two new metering and regulating (M&R) stations; two tie-ins, and 11 mainline valves (MLVs); and would install a pig launcher an a pig receiver at the M&R stations. Iroquois Wright Interconnect Project, also referred to as the compressor transfer station, would involve the construction and operation of new compressor facilities adjacent to Iroquois existing Wright Compressor Station and modifications to the existing Wright Compressor Station. Iroquois proposed expansion would be constructed completely within the property boundaries of its existing Wright Compressor Station. A No Action alternative, system alternatives, route alternatives, minor route variations, and aboveground facility site alternatives were considered in this draft EIS. POSITIVE IMPACTS: The proposed pipeline project would help the natural gas market meet demands in the New York and New England areas. The proposed projects would deliver up to 650,000 dekatherms per day (Dth/d) of natural gas supply from Susequehanna County, Pennsylvania to the interconnect with the TGP and Iroquois systems at the existing Wright Compression Station (to markets in New York and New England). NEGATIVE IMPACTS: The project would disturb steep topographic features found along the construction right-of-way. Flash flooding is a potential hazard in the area of the proposed projects. Construction activities associated with the projects, such as clearing, grading, trenching, and backfilling, could adversely affect soil resources by causing erosion, compaction, and introducing excess rock or fill material to the surface, which could hinder the restoration of the disturbed areas. The pipeline project would cross a total of 277 surface waterbodies, 2 of which are considered major waterbodies (greater than 100 feet wide). Construction of the pipeline project would impact a total of 91.8 acres of wetlands, including 32.7 acres of forested wetlands, 34.1 acres of herbaceous wetlands, and 25.0 acres of shrub-scrub wetlands. The pipeline project would also affect vegetation communities of special concern, including a limestone/calcareous talus slope woodland and large tracts of interior forest. JF - EPA number: 140039, Draft EIS--397 pages, Appendices--507 pages, February 21, 2014 PY - 2014 KW - Energy KW - Fuel Storage KW - Pipelines KW - Natural Gas KW - Wetlands KW - Biologic Assessments KW - Water Quality KW - Roads KW - Soils KW - Wildlife Habitat KW - Visual Resources KW - Easements KW - Erosion KW - Flood Hazards KW - New York KW - Pennsylvania KW - Natural Gas Act, Certificates of Public Convenience and Necessity UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384172?accountid=14244 L2 - http://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=2014-02-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTITUTION+PIPELINE+AND+WRIGHT+INTERCONNECT+PROJECTS%2C+SUSQUEHANNA+COUNTY%2C+PENNSYLVANIA+AND+BROOME%2C+CHENANGO%2C+DELAWARE%2C+AND+SCHOHARIE+COUNTIES%2C+NEW+YORK.&rft.title=CONSTITUTION+PIPELINE+AND+WRIGHT+INTERCONNECT+PROJECTS%2C+SUSQUEHANNA+COUNTY%2C+PENNSYLVANIA+AND+BROOME%2C+CHENANGO%2C+DELAWARE%2C+AND+SCHOHARIE+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2014-09-01 N1 - SuppNotes - Draft. Preparation date: February 21, 2014 N1 - Last updated - 2014-09-10 ER - TY - RPRT T1 - INTERSTATE 87 EXIT 4 ACCESS IMPROVEMENTS, ALBANY COUNTY, NEW YORK. AN - 1558782668; 16031 AB - PURPOSE: A project to improve access between Interstate 87 (I-87), Wolf Road, and the Albany International Airport in Albany County, New York is proposed. The project study area includes I-87 between Sand Creek Road and Exit 5, Wolf Road between the Exit 4 SB Exit Ramp and Albany-Shaker Road, Wolf Road between Albany-Shaker Road and Cerone Commercial Drive, and Albany-Shaker Road between Wolf Road and Meeting House Road. A total of approximately 8.0 miles of roadway within the Town of Colonie, Albany County are included in the project study area. Four bridges are located within the project study area. More than 50 alternatives have been evaluated on a conceptual level for the proposed project. A review of the alternatives by the project stakeholders resulted in identification of two feasible alternatives, the Diamond Alternative and the Flyover Alternative, for consideration in this draft EIS. However, the Diamond Alternative has been dismissed from consideration as a feasible alternative because of environmental, financial, and land use reasons. A No-Build Alternative was considered as a baseline. The Flyover Alternative includes construction of new Exit 4 ramps to complement the existing Exit 4 interchange. Improvements include construction of new ramps to connect I-87 NB and SB to Albany-Shaker Road approximately 1000 feet west of the Albany-Shaker Road / Old Wolf Road intersection and a new ramp to connect Albany-Shaker Road, approximately 1,000 feet west of the Albany-Shaker Road / Old Wolf Road intersection, to I-87 SB. This alternative also includes replacement of the I-87 bridges over Albany-Shaker Road; removal of the existing Exit 4 SB Exit Ramp, existing SB C-D road between Exit 5 and Exit 4, and the Exit 4 SB Entrance Ramp; replacement of the existing Exit 5 SB Entrance Ramp; pavement widening on I-87 NB to construct an auxiliary lane between the existing Exit 4 NB Exit Ramp and Exit 5 NB Exit Ramp; pavement widening and restriping for additional lanes and medians on Albany-Shaker Road; and restriping on the existing Exit 4 NB Exit Ramp. POSITIVE IMPACTS: This alternative improves operating conditions at the majority of the intersections in the I-87 Exit 4 area and reduces the travel time for major routes by 25%. This alternative also addresses safety concerns by diverting traffic away from the existing intersections that have crash rates which exceed the statewide average for similar facilities. NEGATIVE IMPACTS: The Flyover Alternative includes impacts to 15 properties, including one displacement. The Flyover Alternative would impact a total of 7.50 acres of wetlands. The Flyover Alternative would affect a portion of Shaker Creek, a portion of unnamed tributaries #1 and #2 of Shaker Creek, and a portion of Unnamed Tributary #4 of Ann Lee Pond. The Flyover Alternative will result in 43.69 acres of disturbance. The project will adversely impact one historic site. JF - EPA number: 140035, Draft EIS--274 pages, Appendices--3,823 pages, February 14, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-14-01-D KW - Bridges KW - Highways KW - Highway Structures KW - Wetlands KW - Safety Analyses KW - Airports KW - Creeks KW - Water Resources KW - Visual Resources KW - Vegetation KW - Historic Sites KW - Historic Sites Surveys KW - Archaeological Sites KW - Archaeological Sites Surveys KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1558782668?accountid=14244 L2 - http://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=2014-02-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+87+EXIT+4+ACCESS+IMPROVEMENTS%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.title=INTERSTATE+87+EXIT+4+ACCESS+IMPROVEMENTS%2C+ALBANY+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2014-08-01 N1 - SuppNotes - Draft. Preparation date: February 14, 2014 N1 - Last updated - 2014-09-02 ER - TY - RPRT T1 - US HIGHWAY 53 VIRGINIA TO EVELETH, FROM 2ND AVENUE WEST IN VIRGINIA TO CUYUNA DRIVE, MINNESOTA STATE PROJECT NUMBER SP 6918-80, ST. LOUIS COUNTY, MINNESOTA. AN - 1756943919; 16357 AB - PURPOSE: This Draft Environmental Impact Statement (Draft EIS) describes the transportation and environmental impacts associated with the termination of easement rights for a one and a half mile segment of the US 53 corridor where it crosses the United Taconite open-pit mine between Virginia and Eveleth, Minnesota. On May 5, 2010, United Taconite (UTAC) and RGGS provided notice to the Minnesota Department of Transportation (MnDOT) that the 1960 easement rights would be terminated. Under the original easement terms, MnDOT must vacate the US 53 easement within three years of notification. In response to the notice, MnDOT requested a seven-year timeframe for relocation of US 53. The two parties have signed an agreement to modify the easement vacation date to May 2017. MnDOT is conducting this project process to make decisions on how to best address the pending termination of easement rights. The project is located within the Mesabi Range of the Iron Range of northeastern Minnesota and is set in the middle of the Quad Cities area, which includes the cities of Eveleth, Gilbert, Mountain Iron, and Virginia. This segment of US 53 is an important local and interregional transportation connection. The land use characteristics within the project area consist of large mining operations, forested land, wetlands, open space, residential areas, and commercial developments. Five potential alignments are evaluated in this Draft EIS: No Build Alternative, JF - EPA number: 140363, Draft EIS, December 19, 2014 PY - 2014 KW - Land Use KW - Transportation KW - Traffic Analyses KW - Easements KW - Mining KW - Mineral Resources KW - Recreation Resources KW - Parks KW - Cultural Resources KW - Environmental Justice KW - Visual Resources KW - Water Supply KW - Wetlands KW - Minnesota KW - Virginia KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Land and Water Conservation Fund Act of 1965, Compliance KW - National Historic Preservation Act of 1966, Historic Sites KW - Executive Order 12898, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1756943919?accountid=14244 L2 - http://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=2014-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+53+VIRGINIA+TO+EVELETH%2C+FROM+2ND+AVENUE+WEST+IN+VIRGINIA+TO+CUYUNA+DRIVE%2C+MINNESOTA+STATE+PROJECT+NUMBER+SP+6918-80%2C+ST.+LOUIS+COUNTY%2C+MINNESOTA.&rft.title=US+HIGHWAY+53+VIRGINIA+TO+EVELETH%2C+FROM+2ND+AVENUE+WEST+IN+VIRGINIA+TO+CUYUNA+DRIVE%2C+MINNESOTA+STATE+PROJECT+NUMBER+SP+6918-80%2C+ST.+LOUIS+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota N1 - Date revised - 2016-01-01 N1 - SuppNotes - Draft. Preparation date: December 19, 2014 N1 - Last updated - 2016-01-15 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 2011). AN - 16380963; 16353 AB - PURPOSE: The Purpose and Need of the Project include the following and remain the same as described in the FEIS. In summary, the purpose of the South Capitol Street Project is to improve safety, multimodal mobility and accessibility, and support economic development. The Project would transform the existing corridor into an urban gateway to the U.S. Capitol and District of Columbias Monumental Core. Transportation improvements were identified to incorporate long-term environmental sustainability and context sensitive design. Specifically, the project addresses the following needs: safety: The design and deteriorating condition of the transportation infrastructure in the corridor results in poor safety conditions for motorists, bicyclists, pedestrians, and transit riders. For instance, because of the age of the bridge it has been posted to restrict truck traffic to the center lane of the westbound roadway and to the left lane of the eastbound roadway. As an interim solution, repairs have been made to the bridge to address the immediate structural deficiencies; however, replacement of the bridge is necessary to address long term structural needs and safety issues; mobility: The lack of critical regional roadway connections and facilities for bicyclists and pedestrians support the need to improve mobility in the South Capitol Street Corridor; accessibility: Several key destinations in or adjacent to the corridor are difficult to reach using the existing transportation infrastructure. Grade separations, median barriers, and ramp and intersection configurations limit access to activity centers for motorists, bicyclists, pedestrians, and transit riders; and economic development: The density of employment and residential development forecasted for the area highlights the need to support economic growth. Public investments have increased employment and will stimulate additional private investment in new residential, office, and retail developments. As economic development continues to occur within the Project Area, additional demand will continue to be placed on transportation infrastructure to meet future transportation needs. JF - EPA number: 140359, Draft Supplemental EIS, December 19, 2014 PY - 2014 KW - Roads and Railroads 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 - Washington DC 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/16380963?accountid=14244 L2 - http://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=2014-02-09&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+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+2011%29.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+2011%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington DC N1 - Date revised - 2016-01-01 N1 - SuppNotes - Draft. Preparation date: December 19, 2014 N1 - Last updated - 2016-01-15 ER - TY - RPRT T1 - PORTAGEVILLE BRIDGE PROJECT, WYOMING AND LIVINGSTON COUNTIES. AN - 16377222; 16368 AB - PURPOSE: This document describes the potential social, economic, and environmental effects that may result from the Portageville Bridge Project. Where adverse impacts are identified, measures to mitigate those effects are described. The Portageville Bridge spans the Genesee River within Livingston and Wyoming Counties, New York. The purpose of the Project is to address the existing deficiencies at the Portageville Bridge by providing a modern rail crossing of the Genesee River, at its current location, that is capable of carrying industry standard freight rail loads, to the greatest degree possible meeting Federal Railroad Administration Class 4 speeds, while reducing ongoing maintenance efforts and costs. The Project is needed for Norfolk Southern Railway Company to continue to provide safe, reliable, and efficient rail operations on the Southern Tier route. These operations are critical to the economic viability and growth of the Southern Tier and other affected areas of New York. The alternatives considered included the No Action Alternative and an alternate to construct a new rail bridge at the same general location and remove the existing bridge (the Preferred Alternative). JF - EPA number: 140374, Final EIS, December 29, 2014 PY - 2014 KW - Roads and Railroads KW - Wetlands KW - Railroads KW - Railroad Structures KW - Bridges KW - Parks KW - Historic Sites KW - Air Quality KW - Water Quality KW - Land Use KW - Rivers KW - Visual Resources KW - Section 4(f) Statements KW - Section 106 Statements KW - Section 6(f) Statements KW - Health Hazards KW - New York KW - Genesee River KW - National Historic Preservation Act of 1966, Historic Sites KW - Department of Transportation of 1966, Parks KW - Land and Water Conservation Fund Act of 1965, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16377222?accountid=14244 L2 - http://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=2014-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PORTAGEVILLE+BRIDGE+PROJECT%2C+WYOMING+AND+LIVINGSTON+COUNTIES.&rft.title=PORTAGEVILLE+BRIDGE+PROJECT%2C+WYOMING+AND+LIVINGSTON+COUNTIES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York N1 - Date revised - 2016-01-01 N1 - SuppNotes - Final. Preparation date: December 29, 2014 N1 - Last updated - 2016-01-28 ER - TY - RPRT T1 - FERGUSON SLIDE PERMANENT RESTORATION PROJECT, MARIPOSA COUNTY, CALIFORNIA. AN - 16384143; 16026 AB - PURPOSE: The permanent restoration of full highway access between Mariposa and El Portal via State Route 140 (SR 140) in Mariposa County, California is proposed. The project would involve repairing or permanently bypassing the 0.7 mile segment of SR 140 that was blocked or damaged by the Ferguson rockslide. Within the limits of the proposed project and prior to the Ferguson rockslide, SR 140 was a two-lane highway. Yosemite National Park and communities in Mariposa County rely heavily on this highway for many types of transportation that serve tourism and residents of the area. Since April 2006, rockslides have covered the highway with 798,000 tons of rock and debris closing SR 140 to traffic from eight miles east of Briceburg to 7.6 miles west of El Portal. Following the rockslide and the completion of a temporary detour, SR 140 now bridges the Merced River and bypasses the rockslide as a one-lane road. This bypass route provides for one-directional traffic that is controlled by signalized lights. A draft EIS issued in November 2010 analyzed six build alternatives, including bridge alternatives, a rockshed/tunnel alternative, and a tunnel behind the slide alternative. Comments received from agencies and the public indicated a strong objection to any bridge alternative because of the potential impact to the Merced River, which is designated as a wild and scenic river. All bridge alternatives have been removed from further consideration and the remaining three alternatives are considered in this final EIS. The No Build Alternative would leave SR 140 damaged and blocked. Either general wear or damage from flooding in a high water year would eventually require the removal of the temporary detour and the permanent closure of SR 140 at the section damaged by the rockslide. Alternative R would involve construction of a rockshed/tunnel (cut-and-cover tunnel) through the talus (the debris deposited below the slide) of the slide along the existing SR 140 alignment and grade. Alternative T-3 would realign the highway by constructing a 2,200-foot-long tunnel under the area of the slide. The costs of implementing Alternative R and Alternative T-3 are estimated in 2013 dollars at $47.1 million and $225.7 million, respectively. POSITIVE IMPACTS: Permanent restoration of SR 140 would eliminate the detour and provide full access for all types of travelers, ranging from recreational to business, between the town of Mariposa and Yosemite National Park. NEGATIVE IMPACTS: Alternative R would remove two acres of oak woodlands while Alternative T-3 would remove under a half acre. Both build alternatives would impact special-status plant species habitat, including habitat for copper moss, Tompkins sedge, Mariposa clarkia, and smallflower monkeyflower. Construction would potentially affect some bat habitat and the habitat of the state-protected ringtail. In addition, potential habitat for the state-protected limestone salamander would be removed. Alternative R would encroach longitudinally on the floodplain of the Merced River. Sediment from construction operations could cause short-term impacts to water quality. Alternatives R and T-3 would require the disposal and transport of 80,000 cubic yards of rock material and 120,000 cubic yards of rock material, respectively. JF - EPA number: 140030, Final EIS--396 pages, February 7, 2014 PY - 2014 KW - Water KW - Disposal KW - Drilling KW - Highways KW - Highway Structures KW - Transportation KW - Vegetation KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - California KW - Merced River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384143?accountid=14244 L2 - http://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=2014-02-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FERGUSON+SLIDE+PERMANENT+RESTORATION+PROJECT%2C+MARIPOSA+COUNTY%2C+CALIFORNIA.&rft.title=FERGUSON+SLIDE+PERMANENT+RESTORATION+PROJECT%2C+MARIPOSA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Mariposa, California; DOT N1 - Date revised - 2014-08-01 N1 - SuppNotes - Final. Preparation date: February 7, 2014 N1 - Last updated - 2014-08-29 ER - TY - JOUR T1 - Western mosquitofish (Gambusia affinis) bolster the prevalence and severity of tadpole tail injuries in experimental wetlands AN - 1492620258; 18865120 AB - Species introduced outside their native range to serve anthropogenic purposes may have unintended consequences on native organisms. Mosquitofish (Gambusia affinis and Gambusia holbrooki) have been introduced throughout the world to control larval mosquito populations in aquatic environments, but they have also been implicated in the decline of native fish, amphibian, and aquatic invertebrate populations. We investigated the roles of introduced western mosquitofish (G. affinis), and two naturally colonizing predators (crayfish and dragonfly naiads) in inflicting tail injuries observed on ranid frog tadpoles in experimental constructed wetlands. We also examined the influence of vegetation in reducing tail injury severity. We found that mosquitofish significantly increased the prevalence and severity of tail injuries, but crayfish and dragonfly naiads contributed much less to increased injury levels. Furthermore, increased vegetation cover did not significantly attenuate tail injuries. However, after chemical removal of Gambusia, injury prevalence and severity was significantly reduced. Although previous investigations have concluded that mosquitofish prey upon the eggs and larvae of some amphibians, our results illustrate that these fish can cause substantial but apparently sub-lethal injuries to large numbers of larval amphibians in a wetland. Further investigations are needed to determine if these injuries impede the fitness of victims and lead to population reductions. JF - Hydrobiologia AU - Shulse, Christopher D AU - Semlitsch, Raymond D AD - Missouri Department of Transportation, P.O. Box 270, Jefferson City, MO, 65102, USA, SemlitschR@missouri.edu Y1 - 2014/02// PY - 2014 DA - Feb 2014 SP - 131 EP - 144 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 723 IS - 1 SN - 0018-8158, 0018-8158 KW - Entomology Abstracts; ASFA 3: Aquatic Pollution & Environmental Quality; Ecology Abstracts; ASFA 1: Biological Sciences & Living Resources KW - Fitness KW - Injuries KW - Amphibiotic species KW - Cambaridae KW - Gambusia affinis KW - Predators KW - Freshwater KW - Freshwater fish KW - Eggs KW - Freshwater crustaceans KW - Wetlands KW - Aquatic insects KW - Prey KW - Juveniles KW - Gambusia holbrooki KW - Tails KW - Odonata KW - Anura KW - Vegetation KW - Culicidae KW - Pest control KW - Aquatic environment KW - Depleted stocks KW - Gambusia KW - Q1 08463:Habitat community studies KW - Z 05340:Ecology and Behavior KW - D 04040:Ecosystem and Ecology Studies KW - Q5 08524:Public health, medicines, dangerous organisms UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1492620258?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%3Aasfaaquaticpollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Hydrobiologia&rft.atitle=Western+mosquitofish+%28Gambusia+affinis%29+bolster+the+prevalence+and+severity+of+tadpole+tail+injuries+in+experimental+wetlands&rft.au=Shulse%2C+Christopher+D%3BSemlitsch%2C+Raymond+D&rft.aulast=Shulse&rft.aufirst=Christopher&rft.date=2014-02-01&rft.volume=723&rft.issue=1&rft.spage=131&rft.isbn=&rft.btitle=&rft.title=Hydrobiologia&rft.issn=00188158&rft_id=info:doi/10.1007%2Fs10750-013-1502-0 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 48 N1 - Last updated - 2015-09-17 N1 - SubjectsTermNotLitGenreText - Juveniles; Amphibiotic species; Injuries; Depleted stocks; Freshwater crustaceans; Wetlands; Pest control; Freshwater fish; Aquatic insects; Fitness; Tails; Vegetation; Predators; Eggs; Prey; Aquatic environment; Gambusia holbrooki; Odonata; Gambusia; Cambaridae; Anura; Gambusia affinis; Culicidae; Freshwater DO - http://dx.doi.org/10.1007/s10750-013-1502-0 ER - TY - RPRT T1 - HIGH SPEED RAIL EMPIRE CORRIDOR PROGRAM, NEW YORK (TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 16382263; 16015 AB - PURPOSE: System improvements to intercity passenger rail services along the 463-mile Empire Corridor, connecting Pennsylvania (Penn) Station in New York City with Niagara Falls Station, in Niagara Falls, New York, are proposed. The Empire Corridor is one of eleven designated high-speed rail corridors nationwide. The corridor connects New York City with the largest cities in New York state, extending north through Yonkers and Poughkeepsie, turning west at Albany to extend through Schenectady, Utica, Syracuse, Rochester, and Buffalo, and terminating at Niagara Falls. The Empire Corridor consists of three main sections: Empire Corridor South, Empire Corridor West, and Niagara Branch. The existing Empire Corridor has been a vital transportation route of national significance for almost 200 years. Existing Empire Corridor passenger rail service is negatively impacted by inadequate service levels, operational constraints, and delays resulting from pervasive conflicts with freight traffic. This draft EIS considers five alternatives, including the Base Alternative and four Build Alternatives. The Base (No Action) Alternative represents a continuation of existing Amtrak service with some operational and service improvements and consists of eight planned rail improvement projects funding under FRA HSIPR and TIGER grants to address previously identified capacity constraints. Alternative 90A would add capacity and station improvements through 20 separate, capital improvement agencies. Improvements for Alternative 90A would include 64 miles of new mainline track and upgrades to 17 grade crossings/warning systems, 74 undergrade bridges, and six stations/facilities. Alternative 90A would add three daily round trips between New York City and Albany, for a total of 16 round trips, and it would add four daily round trips between Albany and Niagara Falls, for a total for eight round trips to Buffalo, with seven continuing to Niagara Falls. The capital cost of Alternative 90A is estimated to be $1.66 billion. Alternative 90B would include the improvement projects proposed under Alternative 90A, but would add a dedicated third main passenger track for approximately 273 miles between Schenectady and Buffalo-Depew stations. It would also add a fourth passenger track over a combined distance of approximately 39 miles in five separate locations. The capital cost of Alternative 90B is estimated to be $5.58 billion. Alternative 110 would include the improvement projects proposed under Alternative 90A and would construct a new third and fourth main tracks to support the 110 mph MAS. It would add a dedicated third main passenger track over 273 miles between Schenectady and Buffalo-Depew stations. It would also add a fourth passenger track over 59 miles in six locations. Alternative 110 would provide two grade-separated flyovers. Alternative 110 would add the same number of trips along the Empire Corridor as proposed for Alternative 90B. The capital cost of Alternative 110 is estimated to be $6.25 billion. Alternative 125 would include improvements for Alternative 90A along Empire Corridor South and the Niagara Branch. Alternative 125 would include station improvements at Syracuse and Rochester Stations proposed under the Base Alternative. Alternative 125 would continue the current Amtrak service on the existing right-of-way. To achieve the highest speed among the alternatives, however, Alternative 125 would also add a new electrified, two-track, grade separated high-speed rail corridor of 283 miles between Albany/Rensselear Station and a new Buffalo station. Required infrastructure would include roadbed, track, viaducts and bridges, cuts and embankments, access roads, railroad systems, maintenance facilities, and other support facilities. Alternative 125 would provide a total of 19 daily round trips between Albany, Buffalo, or which six would continue on the Niagara Falls. The capital cost of Alternative 125 is estimated to be $14.71 billion. POSITIVE IMPACTS: The proposed project would: (1) increase travel choices and improve quality of life by providing additional commuting and travel options for residents and workers; (2) contribute to economic revitalization by accommodating forecasted growth in population and employment and corridor rail freight operations; and (3) improve environmental quality by facilitating rail use and reducing reliance on automobile travel. NEGATIVE IMPACTS: Both Alternatives 90B and 110 would involve track construction extending outside of the right-of-way, which could result in additional clearing and property displacements, but which would otherwise result in minor visual effects. Alternatives 90B and 110 would have the greatest potential to affect historic and cultural resources, with 302 to 292 archaeological/architectural resources within the Area of Potential Effect (APE) for both direct and indirect impacts. Alternative 90A is likely to have moderate effects, with 100 resources within the APE. The Base Alternative would likely have only minor effects, with 26 resources within the APE. Alternative 125 would have a the greatest potential for impact on wetlands, relative to the other alternatives, with 177 new wetland crossings Alternatives 110 and 90B would have a moderate potential for impact, potentially affecting 118 to 137 wetland crossings. JF - EPA number: 140019, Draft EIS Volume I--574 pages, Volume II--102 pages, Volume III--564 pages, Volume IV--532 pages, January 31, 2014 PY - 2014 KW - Roads and Railroads KW - Air Quality KW - Biologic Assessments KW - Cultural Resources KW - Energy Consumption Assessments KW - Environmental Justice KW - Noise KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Historic Sites KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382263?accountid=14244 L2 - http://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=2014-01-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGH+SPEED+RAIL+EMPIRE+CORRIDOR+PROGRAM%2C+NEW+YORK+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=HIGH+SPEED+RAIL+EMPIRE+CORRIDOR+PROGRAM%2C+NEW+YORK+%28TIER+1+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2014-08-01 N1 - SuppNotes - Draft. Preparation date: January 31, 2014 N1 - Last updated - 2014-08-25 ER - TY - RPRT T1 - ILLIANA CORRIDOR, WILL AND KANKAKEE COUNTIES, ILLINOIS, AND LAKE COUNTY, INDIANA (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1553701897; 16010 AB - PURPOSE: The development of a new interstate highway along an east-west transportation corridor connecting Interstate Highway 55 (I-55) in northeastern Illinois to I-65 in northwestern Indiana is proposed. The 950-square-mile study area for the Illiana Corridor includes portions of Will and Kankakee counties in Illinois and Lake County in Indiana. The region serves as a vital link for inter-state and national transportation and commerce movement. It is also a key intermodal logistical area for transfer of rail, port, and truck freight, which adds substantial trucking demand. As traffic volumes have increased, the associated congestion has resulted in travel delays with substantial economic impacts to industries that depend on the ability to efficiently move freight within and through the region. Both I-55 and I-65 are major north-south routes that are major traffic generators, with I-55 connecting the Chicago region with Springfield, Illinois, and St. Louis, Missouri, and I-65 connecting the northwestern Indiana metro region with Indianapolis, Indiana, and Louisville, Kentucky. The distance between I-55 and I-65 is approximately 55 miles. This tier two draft EIS considers a No Action Alternative and three build alternatives. Based on the more detailed Tier Two analysis of the Corridor with respect to roadway alignment, interchange locations and types, grade separations, road closures, and preliminary facility design including CSS and sustainability features, build alternatives were developed and evaluated within the 12 corridor sections. Based on the designation of IL-53 as Alternate Route 66, which is listed on the National Register of Historic Places (NHRP), three design concepts for an interchange in the vicinity of IL-53 were advanced into Tier Two for further evaluation. Design Option 1 is a direct interchange connection to IL-53 as a partial cloverleaf (not all four quadrants). Design Option 2 is a conventional diamond interchange located approximately 2.5 miles east of IL-53 between Indian Trail and Old Chicago Road with an overpass at IL-53. Design Option 3 would provide only an overpass at IL-53 with no interchange. For this draft EIS, the alternatives carried forward within the 12 corridor sections have been combined into the following three mainline alternatives each spanning the entire length of the corridor from I-55 to I-65 as follows: (1) Alternative 1 is comprised of the mainline alternative or interchange design option within each section representing the least overall impact based on the alternatives development and evaluation. These findings have incorporated the results of analyses and field studies, public and stakeholder input, agency review and in consideration of context sensitive design and sustainability features; (2) Alternative 2, correspondingly, consists of those sections of successively greater impacts (where an option is available). In those sections absent a second mainline alternative, the single mainline section from Alternative 1 has been retained to form a continuous linear alternative. The common sections are consistent for each alternative, allowing the narrative and tables to focus on the incremental differences between Alternatives 1 and 2; and (3) Alternative 3 incorporates the two locations where three options were identified (in Section 3 between I-55 and IL-53 in Illinois and in Section 12 at the I-65 interchange in Indiana), and is comprised of those mainline alternative sections determined to be the most impacting of the three alternatives considered. POSITIVE IMPACTS: The proposed project would provide an alternate route for motorists traveling the I-90/94 corridor; relieve traffic on the I-80 Borman/Kingery Expressway and US 30; serve as a bypass for trucks around the congested metropolitan area highways; improve access to one of the largest intermodal freight areas in the United States; improve access to the proposed South Suburban Airport; support area economic development; and increase the potential for substantial job creation. NEGATIVE IMPACTS: The Illiana Corridor project would result in the loss of 17 to 113 acres of forest, 15 to 76 acres of wetlands, and 2,453 to 2,827 acres of farmland. Other impacts would include 46 to 108 acres of floodplain fill volume and 26 to 53 stream crossings. The working alignment within Corridor A3S2 would displace: 81 to 83 residences, 10 non-agricultural businesses, and one agricultural business. The Corridor B3 alignment would displace: 22 residences, nine non-agricultural businesses, and one agricultural business. The Corridor B4 alignment would displace: 12 residences, nine non-agricultural businesses, and two agricultural businesses. Two to three Section 4(f) protected historic properties would be impacted. JF - EPA number: 140014, Draft EIS, Appendices, January 24, 2014 PY - 2014 KW - Roads and Railroads KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Illinois KW - Indiana 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/1553701897?accountid=14244 L2 - http://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=2014-01-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLIANA+CORRIDOR%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%2C+AND+LAKE+COUNTY%2C+INDIANA+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ILLIANA+CORRIDOR%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%2C+AND+LAKE+COUNTY%2C+INDIANA+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2014-08-01 N1 - SuppNotes - Draft. Preparation date: January 24, 2014 N1 - Last updated - 2014-08-18 ER - TY - RPRT T1 - FUTURE I-70 KANSAS CITY METRO PROJECT, KANSAS CITY, JACKSON COUNTY, MISSOURI (SECOND TIER DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 1552588494; 16004 AB - PURPOSE: Improvement of the existing I-70 corridor extending approximately 6.8 miles from the end of the last ramp termini west of The Paseo interchange to east of the Blue Ridge Cutoff interchange is proposed. The 6.8 mile I-70 corridor is vital to serving the greater Kansas City regional transportation demands including commuters, transit, and local and national freight movements. Three alternatives were considered for this tiered draft EIS. Alternative 1, the No-Build alternative includes: (1) repaving I-70 through regular maintenance; (2) upgrading the I-70 interchanges and bridges, including replacing the Manchester Bridge; (3) Transportation System Management (TSM) and Transportation Demand Management (TDM) activities; and (4) maintaining the existing bus service provided by the Kansas City Area Transportation Authority. Alternative 5, the Geometric Improvements alternative includes: (1) rebuilding and/or rehabilitating I-70 pavement and bridges over time; (2) eliminating I-435 left lane exists and eliminating the existing tight loop ramps; (3) improving the Benton and Jackson Curves; (4) removing Benton Boulevard on-ramp; (5) extending merge and diverge ramp lengths at various locations; (6) extending weave areas as appropriate; (6) replacing the low clearance bridge at 27th Street; (7) adding auxiliary lanes between interchanges as appropriate; (8) improving shoulder width to allow buses on shoulder; and (9) improving bicycle and pedestrian access across I-70 as bridges are replaced. Alternative 6, the Interchange Consolidations alternative, includes: (1) rebuilding and/or rehabilitating I-70 pavement and bridges over time; (2) consolidating Brooklyn Avenue and Prospect Avenue interchanges into one interchange; (3) consolidating 18th Street and 23rd Street interchanges into one interchange; (4) consolidating US 40 and Manchester Trafficway into one interchange; (5) improving the Benton and Jackson curves; (6) removing Benton Boulevard on-ramp; (7) replacing the low clearance bridge at 27th Street; (8) extending merge and diverge ramp lengths at various locations; (9) extending weave areas as appropriate; (10) adding auxiliary lanes if needed between interchanges; (11) eliminating I-435 left lane exits and tight loop ramps; (12)improving low clearance bridge on Stadium Drive to allow trucks to safely use this route to access southbound I-435 and eastbound I-70; (13) improving shoulder width to allow buses on shoulder; and (14) improving bicycle and pedestrian access across I-70 as bridges are replaced. The I-70 second tier EIS preferred alternative is a combination of the Geometric Improvements Alternative and the Interchange Consolidations Alternative. POSITIVE IMPACTS: The improvement strategy would reduce crash rates, remove key bottlenecks, reduce the potential for ramp back-up onto the freeway, improve multi-modal travel times, restore and maintain bridge and pavement conditions, increase safe access across I-70 and the downtown loop for non-motorized travel, and improve the efficiency of freight movement. NEGATIVE IMPACTS: The Preferred Alternative will potentially require 31 residential and six commercial displacements. The Build Alternatives (Geometric Improvements Alternative, Interchange Consolidations Alternative, and Preferred Alternative) would have adverse, but not disproportionately high effects on minority and low-income populations living along the I-70 corridor. Construction of the Build Alternatives would involve the commitment of a range of natural, physical, human resources, and public tax dollars. The Preferred Alternative is anticipated to impact 0.02 acres of wetland. JF - EPA number: 140008, Draft EIS--332 pages, Appendices--256 pages, January 17, 2014 PY - 2014 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-14-01-D KW - Central Business Districts KW - Environmental Justice KW - Highway Structures KW - Highways KW - Wetlands KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Missouri KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1552588494?accountid=14244 L2 - http://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=2014-01-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FUTURE+I-70+KANSAS+CITY+METRO+PROJECT%2C+KANSAS+CITY%2C+JACKSON+COUNTY%2C+MISSOURI+%28SECOND+TIER+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2014-08-01 N1 - SuppNotes - Draft. Preparation date: January 17, 2014 N1 - Last updated - 2014-08-12 ER - TY - JOUR T1 - Inventario multitemporal, analisis de susceptibilidad y estimacion de volumen de deslizamientos en el flanco SW del volcan Pico de Orizaba, Puebla-Veracruz TT - Multi-temporal inventory, susceptibility analysis, and volumen estimations for landslides on the SW flank of the Pico de Orizaba volcano, Puebla-Veracruz AN - 1832625382; 727027-9 JF - Boletin de la Sociedad Geologica Mexicana AU - Legorreta Paulin, Gabriel AU - Bursik, Marcus AU - Solene, Pouget AU - Lugo Hubp, Jose AU - Paredes Mejia, Luis Mario AU - Aceves Quesada, Fernando Y1 - 2014 PY - 2014 DA - 2014 SP - 343 EP - 354 PB - Sociedad Geologica Mexicana, Mexico, D.F. VL - 66 IS - 2 SN - 0366-1784, 0366-1784 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832625382?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Boletin+de+la+Sociedad+Geologica+Mexicana&rft.atitle=Inventario+multitemporal%2C+analisis+de+susceptibilidad+y+estimacion+de+volumen+de+deslizamientos+en+el+flanco+SW+del+volcan+Pico+de+Orizaba%2C+Puebla-Veracruz&rft.au=Legorreta+Paulin%2C+Gabriel%3BBursik%2C+Marcus%3BSolene%2C+Pouget%3BLugo+Hubp%2C+Jose%3BParedes+Mejia%2C+Luis+Mario%3BAceves+Quesada%2C+Fernando&rft.aulast=Legorreta+Paulin&rft.aufirst=Gabriel&rft.date=2014-01-01&rft.volume=66&rft.issue=2&rft.spage=343&rft.isbn=&rft.btitle=&rft.title=Boletin+de+la+Sociedad+Geologica+Mexicana&rft.issn=03661784&rft_id=info:doi/ L2 - http://boletinsgm.igeolcu.unam.mx/bsgm/index.php/volumenes-volumes/cuarta-epoca LA - Spanish DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. N1 - Number of references - 65 N1 - PubXState - D.F. N1 - Last updated - 2017-01-24 N1 - CODEN - BOGLA4 ER - TY - JOUR T1 - Performance of an 11 m high block-faced geogrid wall designed using the K-stiffness method AN - 1734266236; 2015-108089 AB - An 11 m high dry-stacked masonry concrete block wall reinforced with a high-density polyethylene (HDPE) geogrid was designed, instrumented, and monitored for a period of 2 years as part of a highway-widening project southeast of Seattle, Washington, in the USA. An extensive materials-testing program was conducted to characterize the geogrid and backfill soil properties. The empirical-based K-stiffness method was used to design the wall, and this approach resulted in a 35% reduction in total required reinforcement strength compared with the American Association of State Highway and Transportation Officials / Federal Highway Administration (AASHTO/FHWA) simplified method. The cost savings more than compensated for the cost of the instrumentation program. Geogrid strains were measured using strain gauges and extensometers, and the walls were surveyed to monitor facing deformations. The stiffness of the geogrid materials was computed from the results of laboratory in-isolation constant-load (creep) tests. The time- and strain-dependent stiffness values, in combination with measured strains, were used to compute measured reinforcement loads at the reinforcement connections and at locations within the reinforced soil backfill. The measured loads were compared with class A, B, and C1 predictions using the AASHTO/FHWA simplified and K-stiffness methods. These comparisons demonstrate that the simplified method significantly overestimated reinforcement loads, whereas the K-stiffness method provided estimates that were judged to be in better agreement with the measured results. The paper also quantifies the influence of construction procedures on reinforcement strains and load, shows that long-term creep of the reinforcement after 2 years after construction is negligible, and identifies lessons learned. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Allen, Tony M AU - Bathurst, Richard J Y1 - 2014/01// PY - 2014 DA - January 2014 SP - 16 EP - 29 PB - National Research Council of Canada, Ottawa, ON VL - 51 IS - 1 SN - 0008-3674, 0008-3674 KW - United States KW - backfill KW - earth pressure KW - density KW - strain KW - stiffness KW - reinforced materials KW - extensometers KW - gravel KW - foundations KW - sediments KW - construction KW - soil mechanics KW - sand KW - Washington KW - clastic sediments KW - loading KW - stress KW - mathematical models KW - tensile strength KW - King County Washington KW - Seattle Washington KW - safety KW - Maple Valley KW - geogrids KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1734266236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Performance+of+an+11+m+high+block-faced+geogrid+wall+designed+using+the+K-stiffness+method&rft.au=Allen%2C+Tony+M%3BBathurst%2C+Richard+J&rft.aulast=Allen&rft.aufirst=Tony&rft.date=2014-01-01&rft.volume=51&rft.issue=1&rft.spage=16&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2Fcgj-2013-0261 L2 - http://www.nrcresearchpress.com/journal/cgj LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 44 N1 - PubXState - ON N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2015-11-19 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - backfill; clastic sediments; construction; density; earth pressure; extensometers; foundations; geogrids; gravel; King County Washington; loading; Maple Valley; mathematical models; reinforced materials; roads; safety; sand; Seattle Washington; sediments; soil mechanics; stiffness; strain; stress; tensile strength; United States; Washington DO - http://dx.doi.org/10.1139/cgj-2013-0261 ER - TY - JOUR T1 - Drivers' Smart Assistance System Based on Radio Frequency Identification AN - 1705064651; PQ0001186892 AB - A work zone is an area of roadway with construction, maintenance, or utility work activities. According to NHTSA, many traffic accidents and fatalities happen in work zones. Many traditional safety countermeasures have been utilized in work zones, including installing special signs and barriers and posting suitable speed limits. However, these measures have not fully solved the problem. Radio frequency identification (RFID) is a powerful, globally accepted technology that has had great success in business management for decades and can be employed as an advisory device that communicates between vehicles and infrastructure in work zones. The purpose of this study was to develop an RFID-based driver smart assistance system (DSAS) to improve traffic safety and air quality in work zones. The RFID device enabled communication between the vehicle and the roadside on a real-time basis and was supplemented with GPS and other sensors for dynamic traffic management. Such an assistance system would provide suitable verbal and visual warning messages to drivers approaching a work zone. Road tests with the DSAS were conducted in Houston, Texas, with 20 drivers, and the system's impact on vehicle speeds, safety, and vehicle emissions was examined. Statistical results from the tests showed that the DSAS helped drivers take action earlier to decelerate and reduce speeds. All test subjects evaluated the system as satisfactory. This system can also help to reduce most types of vehicle emissions. Further testing and improving of this promising system is recommended in broader fields. JF - Transportation Research Record AU - Qiao, Fengxiang AU - Jia, Jing AU - Yu, Lei AU - Li, Qing AU - Zhai, Dong AD - Department of Transportation Studies, Texas Southern University, 3100 Cleburne Avenue, Houston, TX 77004, qiao_fg@tsu.edu Y1 - 2014 PY - 2014 DA - 2014 SP - 37 EP - 46 PB - Transportation Research Board IS - 2458 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Mortality KW - Sensors KW - Safety KW - Velocity KW - Air quality KW - Maintenance KW - Traffic KW - Infrastructure KW - ASW, USA, Texas KW - Traffic management KW - Transportation KW - Communications KW - Roadsides KW - Emissions KW - USA, Texas KW - Traffic safety KW - Highways KW - USA, Texas, Houston KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1705064651?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=Transportation+Research+Record&rft.atitle=Drivers%27+Smart+Assistance+System+Based+on+Radio+Frequency+Identification&rft.au=Qiao%2C+Fengxiang%3BJia%2C+Jing%3BYu%2C+Lei%3BLi%2C+Qing%3BZhai%2C+Dong&rft.aulast=Qiao&rft.aufirst=Fengxiang&rft.date=2014-01-01&rft.volume=&rft.issue=2458&rft.spage=37&rft.isbn=9780309295499&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2458-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Number of references - 22 N1 - Last updated - 2015-09-03 N1 - SubjectsTermNotLitGenreText - Mortality; Sensors; Safety; Velocity; Air quality; Maintenance; Traffic; Infrastructure; Communications; Transportation; Traffic management; Roadsides; Emissions; Traffic safety; Highways; ASW, USA, Texas; USA, Texas; USA, Texas, Houston DO - http://dx.doi.org/10.3141/2458-05 ER - TY - JOUR T1 - Incorporating Costs of Life-Cycle Impacts into Transportation Program Development AN - 1701068474; PQ0001607835 AB - Ensuring sustainability is necessary for balancing economic viability, the environment, and the social system. Because transportation infrastructure projects have direct and indirect impacts on this balance, transportation agencies must consider the sustainability and environmental impacts of transportation investment during the planning and programming phase. An integrated life-cycle analysis approach (ILCA super(2)) that integrates life-cycle assessment and life-cycle cost analysis is developed through the establishment of a reasonable life-cycle time frame, representative elements, largely homogeneous transportation facilities with representative cross sections, and accepted construction, maintenance, and rehabilitation practices. The methodology quantifies life-cycle environmental impacts for the carbon footprint of materials in carbon dioxide equivalent, quantity of wasted materials, and quantity of stormwater runoff along with associated costs. The use of the ILCA super(2) is demonstrated for a case study of urban roadway projects in a sample transportation state transportation improvement plan. A case study shows that initial costs represent approximately 20% of life-cycle costs; environmental impact costs are higher than direct operational costs, energy costs, and resurfacing costs. The use of the ILCA super(2) for transportation programming allows decision makers to evaluate the larger impacts of transportation investments as well as provides opportunities for considering programmatic changes to practices that support sustainability. JF - Transportation Research Record AU - Hameed, Faisal AU - Hancock, Kathleen AD - Project Development and Environment, District of Columbia Department of Transportation, 55 M Street, SE, Washington, DC 20003 faisal.hameed@dc.gov. Y1 - 2014 PY - 2014 DA - 2014 SP - 77 EP - 83 PB - Transportation Research Board IS - 2453 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Life cycle costs KW - Costs KW - Transportation KW - Programming KW - Life cycle analysis KW - Financing KW - Environmental impact KW - Energy costs KW - Sustainability UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701068474?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+Record&rft.atitle=Incorporating+Costs+of+Life-Cycle+Impacts+into+Transportation+Program+Development&rft.au=Hameed%2C+Faisal%3BHancock%2C+Kathleen&rft.aulast=Hameed&rft.aufirst=Faisal&rft.date=2014-01-01&rft.volume=&rft.issue=2453&rft.spage=77&rft.isbn=9780309295468&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Number of references - 16 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2453-10 ER - TY - JOUR T1 - Long-Term Evaluation of Geosynthetic Reinforcement of Flexible Pavements Constructed over Thick Organic Soil Deposits AN - 1701057703; PQ0001593779 AB - Many regions throughout Florida have thick deposits of organic soil. Roadways built over these deposits often exhibit differential settlement, significant rut depths, and extensive cracks in a relatively short period of time. The Florida Department of Transportation constructed an experimental project on a realigned portion of State Road 15 on the southeastern shore of Lake Okeechobee in Palm Beach County to evaluate the effect of geosynthetic reinforcement on pavement performance. This roadway traverses farmlands with deep layers of organic material just beneath the surface and has a history of poor performance. The experimental project included four 500-ft sections with combinations of geogrids and geotextiles placed below the base and above the organic material. A fifth section of similar length was constructed with no geosynthetic reinforcement and served as a control. In addition to geosynthetic reinforcement, the alignment was surcharged before construction. The investigation showed that surcharging alone significantly improved the pavement performance compared with historical pavement condition and rehabilitation records. Geosynthetic reinforcement doubled the equivalent single-axle loads allowed on the unreinforced section. A rigid geogrid or woven geotextile placed below the base appeared to provide a slightly stiffer and better-performing pavement than a flexible geogrid. This paper documents the research program and provides details on the improvement resulting from surcharging and geosynthetic reinforcement. JF - Transportation Research Record AU - Greene, James AU - Nazef, Abdenour AU - Choubane, Bouzid AU - Horhota, David AD - Florida Department of Transportation, Materials Research Park, 5007 Northeast 39th Avenue, Gainesville, FL 32609 james.greene@dot.state.fl.us Y1 - 2014 PY - 2014 DA - 2014 SP - 89 EP - 97 PB - Transportation Research Board IS - 2462 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pavements KW - Transportation KW - Construction KW - Roadways KW - Geosynthetics KW - Reinforcement KW - Deposition KW - Organic materials KW - Geogrids UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701057703?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+Record&rft.atitle=Long-Term+Evaluation+of+Geosynthetic+Reinforcement+of+Flexible+Pavements+Constructed+over+Thick+Organic+Soil+Deposits&rft.au=Greene%2C+James%3BNazef%2C+Abdenour%3BChoubane%2C+Bouzid%3BHorhota%2C+David&rft.aulast=Greene&rft.aufirst=James&rft.date=2014-01-01&rft.volume=&rft.issue=2462&rft.spage=89&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2462-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Number of references - 10 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2462-11 ER - TY - JOUR T1 - Reasoning-Building Process for Transportation Project Evaluation and Decision Making: Use of Reasoning Map and Evidence Theory AN - 1701038970; PQ0001607827 AB - Policy makers for transportation investment projects engage in dialogues and debates in which reasonableness and clarity are of great value. In traditional transportation systems planning practices, stakeholders reason and provide evidence in support of their preferences, but these opinions often conflict and are rarely consistent. This paper presents a goal-oriented decision-making method for finding a transportation alternative that best achieves the project's goals and also indicates the level of stakeholders' satisfaction. The proposed method (a) applies a reasoning map for structuring how experts and citizens perceive the alternatives for achieving the project's goals and (b) provides belief measures in evidence theory about to what extent the alternatives achieve the goals of the stakeholders. This method gives three kinds of results. First, the degrees of goal achievement can be calculated for the various stakeholders. Second, both the integrity of the reasoning and the quality of information are evaluated according to measures of uncertainty associated with this information. Finally, the critical reasoning links that matter most to goal achievement can be identified through sensitivity analysis. The paper applies the proposed method to evaluate a streetcar alternative against a bus rapid transit alternative in a real-world analysis of transit alternatives. The reasoning-building process allows planners and citizens to present their logic and justifications, promotes focused discourse of stakeholders, and enriches the quality of the planning and decision-making process. JF - Transportation Research Record AU - Kronprasert, Nopadon AU - Talvitie, Antti P AD - FHWA, 6300 Georgetown Pike, McLean, VA 22101; Department of Civil Engineering, Chiang Mai University, 239 Huay Kaew Road, Chiang Mai 50200, Thailand Y1 - 2014 PY - 2014 DA - 2014 SP - 11 EP - 21 PB - Transportation Research Board IS - 2453 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Logic KW - Decision making KW - Policies KW - Transportation KW - Sensitivity analysis KW - Reasoning KW - Transit KW - Buses (vehicles) KW - Enrichment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701038970?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+Record&rft.atitle=Reasoning-Building+Process+for+Transportation+Project+Evaluation+and+Decision+Making%3A+Use+of+Reasoning+Map+and+Evidence+Theory&rft.au=Kronprasert%2C+Nopadon%3BTalvitie%2C+Antti+P&rft.aulast=Kronprasert&rft.aufirst=Nopadon&rft.date=2014-01-01&rft.volume=&rft.issue=2453&rft.spage=11&rft.isbn=9780309295468&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2453-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Number of references - 18 N1 - Last updated - 2015-08-04 DO - http://dx.doi.org/10.3141/2453-02 ER - TY - JOUR T1 - Reporting Results from the Hamburg Wheel Tracking Device AN - 1692322814; PQ0001573903 AB - As the list of states adopting the Hamburg wheel tracking device continues to grow, there is a need to evaluate how the results are used. AASHTO T-324 does not standardize the analysis and reporting of test results. Measurement location was found to be a source of significant variation for rut depth in the Hamburg wheel tracking device. This variation was likely the result of the nonuniform wheel speed across the specimen, geometry of the specimen, and air void profile. Eliminating this source of bias when rutting results are reported is feasible although the feasibility depends on the average rut depth at the final pass. It is reasonable to report the average of the SIP values across all locations while calculated values measured more than 2 in. from the specimen's edge are discarded and for cases in which the ratio of the stripping slope to creep slope exceeds 2.0. Validation is needed for multiple machines. JF - Transportation Research Record AU - Schram, Scott AU - Williams, R Christopher AU - Buss, Ashley AD - Iowa Department of Transportation, Office of Construction and Materials, 800 Lincoln Way, Ames, IA 50010 Y1 - 2014 PY - 2014 DA - 2014 SP - 89 EP - 98 PB - Transportation Research Board VL - 3 IS - 2446 SN - 0361-1981, 0361-1981 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Feasibility KW - Creep (materials) KW - Transportation KW - Wheels KW - Reporting KW - Slopes KW - Tracking devices KW - Stripping KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1692322814?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+Record&rft.atitle=Reporting+Results+from+the+Hamburg+Wheel+Tracking+Device&rft.au=Schram%2C+Scott%3BWilliams%2C+R+Christopher%3BBuss%2C+Ashley&rft.aulast=Schram&rft.aufirst=Scott&rft.date=2014-01-01&rft.volume=3&rft.issue=2446&rft.spage=89&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2446-10 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-07-01 N1 - Number of references - 6 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2446-10 ER - TY - JOUR T1 - Assessing the Safety Benefit of Advanced Vehicular Technology for Protecting Pedestrians: Pedestrian Protection Airbags AN - 1691295417; PQ0001573829 AB - Pedestrian safety is of keen interest because the vulnerability of pedestrians leads to severe injuries in pedestrian-vehicle crashes. Various counter-measures for protecting pedestrians have been developed in the field of traffic and vehicular safety engineering. The pedestrian protection airbag system (PPAS) is one of the recently developed vehicular technologies for pedestrian protection. PPAS is a promising, passive safety technology for reducing the severity of pedestrian injury. The purpose of this study was to evaluate the safety benefits of PPAS. A probabilistic pedestrian fatality model and a set of linear regression models were employed to estimate the effectiveness of PPAS in reducing the severity of pedestrian injury. Head injury criteria data, which represented the level of severity of pedestrian head injury, were obtained from indoor experimental collisions. The number of pedestrian fatalities was estimated for two cases on the basis of the pedestrian fatality model: one with PPAS and one without PPAS. In addition, market penetration rates (MPRs) were applied in analyzing the safety benefits in various scenarios. Approximately 30.30% to 68.94% of pedestrian fatalities would be saved with 100% MPR of PPAS. The outcomes of this study could be used to enhance the functionality of PPAS for reducing fatalities and establishing relevant traffic safety policies. JF - Transportation Research Record AU - Choi, Saerona AU - Oh, Cheol AU - Yun, Yong-Won AU - Park, Gyung-Jin AD - Department of Transportation and Logistics Engineering, cheolo@hanyang.ac.kr Y1 - 2014///0, PY - 2014 DA - 0, 2014 SP - 52 EP - 58 PB - Transportation Research Board IS - 2464 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Mortality KW - Transportation KW - Safety engineering KW - Injuries KW - Head injuries KW - Pedestrians KW - Safety KW - Traffic safety KW - Vulnerability KW - Air bags KW - Technology KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1691295417?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=Transportation+Research+Record&rft.atitle=Assessing+the+Safety+Benefit+of+Advanced+Vehicular+Technology+for+Protecting+Pedestrians%3A+Pedestrian+Protection+Airbags&rft.au=Choi%2C+Saerona%3BOh%2C+Cheol%3BYun%2C+Yong-Won%3BPark%2C+Gyung-Jin&rft.aulast=Choi&rft.aufirst=Saerona&rft.date=2014-01-01&rft.volume=&rft.issue=2464&rft.spage=52&rft.isbn=9780309295567&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2464-07 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 18 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Mortality; Transportation; Injuries; Safety engineering; Head injuries; Pedestrians; Safety; Vulnerability; Traffic safety; Air bags; Technology DO - http://dx.doi.org/10.3141/2464-07 ER - TY - JOUR T1 - Regulating Intercity Bus Stops in New York City AN - 1691293230; PQ0001573820 AB - The intercity bus industry has grown significantly in recent years and has become an increasingly popular option for people traveling to and from New York City. Hundreds of intercity buses depart from New York City streets daily. Although these buses provide a useful, low-cost transportation option for New Yorkers, the fact that the buses were legally able to stop in any "No Standing" zone led to disruption to the local traffic network through increased sidewalk and street congestion. The New York State Legislature passed a law in August 2012 allowing the New York City Department of Transportation (DOT) to implement a permit system for intercity bus operators. The New York City DOT has developed a rule that requires intercity bus operators to apply online for a permit from the New York City DOT before the operators can make on-street stops in the city. Bus operators must submit detailed operating information to the New York City DOT, in addition to a permit fee based on the weekly number of arrivals and departures at the proposed stop. The permit-approval process includes the New York City DOT evaluation based on public health and safety criteria and consultation with local community boards and the Metropolitan Transportation Authority and Port Authority of New York and New Jersey, where appropriate. Following an application period, police will be able to enforce the law against intercity buses not carrying permits or not properly utilizing their assigned stop, and thereby the city can manage this industry within the constraints of federal and state laws. JF - Transportation Research Record AU - Sugiura, Aaron AU - Beaton, Eric B AU - Edulakanti, Reddy AU - Ricks, Karina AD - New York City Department of Transportation, 55 Water Street, 9th Floor, New York, NY 10041, asugiura@dot.nyc.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 123 EP - 129 PB - Transportation Research Board VL - 4 IS - 2418 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, New York, New York City KW - Transportation KW - USA, New Jersey KW - Safety KW - Buses KW - Police KW - Local communities KW - State legislatures KW - Urban areas KW - Public health KW - Traffic KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1691293230?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=Transportation+Research+Record&rft.atitle=Regulating+Intercity+Bus+Stops+in+New+York+City&rft.au=Sugiura%2C+Aaron%3BBeaton%2C+Eric+B%3BEdulakanti%2C+Reddy%3BRicks%2C+Karina&rft.aulast=Sugiura&rft.aufirst=Aaron&rft.date=2014-01-01&rft.volume=4&rft.issue=2418&rft.spage=123&rft.isbn=9780309295635&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2418.15 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 6 N1 - Last updated - 2015-07-23 N1 - SubjectsTermNotLitGenreText - Transportation; Safety; Buses; Police; State legislatures; Local communities; Traffic; Public health; Urban areas; USA, New York, New York City; USA, New Jersey DO - http://dx.doi.org/10.3141/2418.15 ER - TY - JOUR T1 - Pedestrian Safety Initiative in Montgomery County, Maryland: Data-Driven Approach to Coordinating Engineering, Education, and Enforcement AN - 1691285983; PQ0001573835 AB - The Pedestrian Safety Initiative in Montgomery County, Maryland, which was introduced in 2007, uses a data-driven approach to coordinate engineering, education, and enforcement to create a more pedestrian-friendly, walkable environment. From the geographic information system and data analysis of countywide pedestrian crashes from 2004 to 2008, 10 areas with a high incidence of pedestrian crashes were identified. Engineering, education, and enforcement programs targeted these 10 high incidence areas (HIAs). Pedestrian road safety audits were conducted at the HIAs to determine the most effective engineering improvements for each area. Traffic and pedestrian calming measures were subsequently implemented at these locations. Demographic analysis grouped the HIAs together to create more effective education campaigns, and community members were involved to reach a wider audience. Enforcement efforts targeted pedestrians and drivers in the HIAs with warnings and citations for those who violated pedestrian laws. Similar methodology has been used to target HIAs near schools as part of the initiative's Safe Routes to School program. This holistic Three E Approach (engineering, education, and enforcement) is continuously being refined to reflect emerging data trends in pedestrian collisions. Between 2009 and 2012, pedestrian collisions in the treated HIAs dropped 43%, pedestrian fatalities countywide dropped 38% from 2008 to 2012, and pedestrian collisions in a subset of the Safe Routes to School areas dropped 79%. JF - Transportation Research Record AU - Dunckel, Jeff AU - Haynes, William AU - Conklin, Joana AU - Sharp, Susan AU - Cohen, Alexandra AD - Montgomery County Department of Transportation, 101 Monroe Street, Rockville, MD 20850, joana.conklin@montgomerycountymd.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 100 EP - 108 PB - Transportation Research Board IS - 2464 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Mortality KW - Pedestrians KW - Safety KW - Remote sensing KW - USA, Pennsylvania, Montgomery Cty. KW - Traffic KW - Demography KW - Accidents KW - Education KW - Transportation KW - Schools KW - Safety engineering KW - Geographic information systems KW - Traffic safety KW - USA, Maryland KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1691285983?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=Transportation+Research+Record&rft.atitle=Pedestrian+Safety+Initiative+in+Montgomery+County%2C+Maryland%3A+Data-Driven+Approach+to+Coordinating+Engineering%2C+Education%2C+and+Enforcement&rft.au=Dunckel%2C+Jeff%3BHaynes%2C+William%3BConklin%2C+Joana%3BSharp%2C+Susan%3BCohen%2C+Alexandra&rft.aulast=Dunckel&rft.aufirst=Jeff&rft.date=2014-01-01&rft.volume=&rft.issue=2464&rft.spage=100&rft.isbn=9780309295567&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2464-13 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 6 N1 - Last updated - 2015-07-23 N1 - SubjectsTermNotLitGenreText - Mortality; Pedestrians; Safety; Remote sensing; Traffic; Demography; Education; Accidents; Schools; Transportation; Safety engineering; Traffic safety; Geographic information systems; USA, Pennsylvania, Montgomery Cty.; USA, Maryland DO - http://dx.doi.org/10.3141/2464-13 ER - TY - JOUR T1 - Data Business Plans and Governance Programs Aligning Transportation Data to Agency Strategic Objectives AN - 1687666267; PQ0001573858 AB - The Moving Ahead for Progress in the 21st Century Act (MAP-21) established a performance- and outcome-based transportation program for safety, infrastructure condition, congestion reduction, system reliability, freight movement, environment sustainability, and reduced project delivery delays. Transportation data are essential in addressing those challenges. Data are valued assets, but they carry a significant risk- bad data can lead to ineffective planning and ultimately to poor agency business decisions. An effective transportation data business plan coupled with institutional data governance can mitigate the risk by providing an approach for delivering comprehensive, quality data. Better data provide better information, which in turn results in informed decisions. A data business plan with an established data governance environment can lead to proactive rather than reactive decisions. Many state departments of transportation have embraced such concepts and best practices and are beginning to apply them in overall data governance. However, the terms and application are not mainstreamed and are not assimilated into the transportation agency culture. This paper provides the context for data management, data governance, and data stewardship; a business need for establishing data governance in a transportation agency; key features to be considered for a data business plan; approaches to developing a data governance program; and finally a process for evaluating data program governance. JF - Transportation Research Record AU - Stickel, J R AU - Vandervalk, A AD - Alaska Department of Transportation and Public Facilities, P.O. Box 112500, Juneau, AK 99811 -2500, jack.stickel@alaska.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 154 EP - 163 PB - Transportation Research Board IS - 2460 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts; Risk Abstracts; Sustainability Science Abstracts KW - Infrastructure KW - Transportation KW - Best practices KW - Safety KW - Data management KW - Sustainability KW - M3 1010:Issues in Sustainable Development KW - H 2000:Transportation KW - R2 23070:Economics, organization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1687666267?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=Transportation+Research+Record&rft.atitle=Data+Business+Plans+and+Governance+Programs+Aligning+Transportation+Data+to+Agency+Strategic+Objectives&rft.au=Stickel%2C+J+R%3BVandervalk%2C+A&rft.aulast=Stickel&rft.aufirst=J&rft.date=2014-01-01&rft.volume=&rft.issue=2460&rft.spage=154&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2460-17 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 33 N1 - Last updated - 2015-09-03 N1 - SubjectsTermNotLitGenreText - Infrastructure; Transportation; Best practices; Safety; Sustainability; Data management DO - http://dx.doi.org/10.3141/2460-17 ER - TY - JOUR T1 - Oregon Statewide Transportation Strategy: 2050 Vision for Greenhouse Gas Emission Reduction AN - 1687665693; PQ0001573909 AB - Challenged by the state legislature to find a way of reducing greenhouse gas (GHG) emissions substantially, the Oregon Department of Transportation embarked on a 2-year effort to determine the best strategies for reducing transportation-related emissions. The resulting Statewide Transportation Strategy: A 2050 Vision for Greenhouse Gas Emissions Reduction (STS) was accepted by Oregon's Transportation Commission in early 2013. The report charts a potential path forward to help meet Oregon's 2050 goal of a 75% reduction in GHG emissions compared with 1990. The STS development process was inventive and rigorous. A new policy-level analysis model, GreenSTEP, was created and was enhanced throughout the effort; GreenSTEP is being used by several metropolitan areas throughout the state and has been adapted nationally. During the development of the STS, analytical and political hurdles were overcome and lessons were learned. Some of those lessons are described in this paper, and a methodological approach is offered for others to follow. JF - Transportation Research Record AU - Pietz, Amanda Joy AU - Gregor, Brian J AD - Oregon Department of Transportation, 555 13th Street NE, Suite 2, Salem, OR 97301, amanda.pietz@odot.state.or.us Y1 - 2014 PY - 2014 DA - 2014 SP - 45 EP - 52 PB - Transportation Research Board IS - 2454 SN - 0361-1981, 0361-1981 KW - Pollution Abstracts KW - Transportation KW - Vision KW - Politics KW - Commissions KW - Emissions KW - Emission control KW - USA, Oregon KW - Greenhouse gases KW - Metropolitan areas KW - State legislatures KW - P 0000:AIR POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1687665693?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%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research+Record&rft.atitle=Oregon+Statewide+Transportation+Strategy%3A+2050+Vision+for+Greenhouse+Gas+Emission+Reduction&rft.au=Pietz%2C+Amanda+Joy%3BGregor%2C+Brian+J&rft.aulast=Pietz&rft.aufirst=Amanda&rft.date=2014-01-01&rft.volume=&rft.issue=2454&rft.spage=45&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2454-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 12 N1 - Last updated - 2015-11-16 N1 - SubjectsTermNotLitGenreText - Transportation; Politics; Vision; Commissions; Emissions; Emission control; Greenhouse gases; State legislatures; Metropolitan areas; USA, Oregon DO - http://dx.doi.org/10.3141/2454-06 ER - TY - JOUR T1 - Enhanced Gradation Guidelines to Improve Asphalt Mixture Performance AN - 1685816728; PQ0001489866 AB - In 2010 a theoretical approach to the evaluation and specification of aggregate gradations to resist rutting was evaluated by the Florida Department of Transportation by accelerated pavement testing. This approach, known as the dominant aggregate size range (DASR) gradation model, provides a framework to ensure that the coarse aggregate of the resulting mixture has sufficient aggregate interlock to resist permanent deformation. Further research by the University of Florida and the Department of Transportation found that the properties of the interstitial components (ICs) within the DASR voids were strongly related to the durability and fracture resistance of asphalt mixtures. Parameters that made up the combined DASR-IC model included the DASR porosity, disruption factor (DF), effective film thickness (EFT), and fine aggregate ratio (FAR). The original evaluation of the DASR model was recently extended to include DASR gradations that might have had marginal aggregate interlock (i.e., marginal DASR porosity) and the effect of IC properties on mixture fracture resistance. The results confirmed that the rutting performance of the asphalt mixture was primarily controlled by the DASR porosity and that mixtures with marginal DASR porosity might still have had significantly better rutting performance than mixtures with poor DASR porosity. In addition, it was shown that the DASR porosity, DF, EFT, and FAR parameters played a critical role in mixture cracking performance. The validation of the combined DASR-IC model was documented, and the acceptable range of each parameter for improved mixture rutting and cracking performance was confirmed. JF - Transportation Research Record AU - Greene, James AU - Chun, Sanghyun AU - Choubane, Bouzid AD - State Materials Office, Florida Department of Transportation, 5007 Northeastern 39th Avenue, Gainesville, FL 32609 james.greene@dot.state.fl.us Y1 - 2014 PY - 2014 DA - 2014 SP - 3 EP - 10 PB - Transportation Research Board VL - 2 IS - 2456 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Cracking (fracturing) KW - Transportation KW - Resists KW - Mathematical models KW - Asphalt KW - Porosity KW - Aggregates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1685816728?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+Record&rft.atitle=Enhanced+Gradation+Guidelines+to+Improve+Asphalt+Mixture+Performance&rft.au=Greene%2C+James%3BChun%2C+Sanghyun%3BChoubane%2C+Bouzid&rft.aulast=Greene&rft.aufirst=James&rft.date=2014-01-01&rft.volume=2&rft.issue=2456&rft.spage=3&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2456-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-06-01 N1 - Number of references - 15 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2456-01 ER - TY - JOUR T1 - Evolution of Thermoviscoelastic Properties of Asphalt Mixtures with Oxidative Aging AN - 1678007844; PQ0001341927 AB - The uniaxial thermal stress and strain test (UTSST) provides a fundamental approach to characterize the thermoviscoelastic properties of asphalt mixtures and permits the pragmatic evaluation of changes in the stiffness and overall behavior of mixtures as a function of oxidative aging. The UTSST modulus was computed in the temperature domain with a linear viscoelastic constitutive equation from the measured thermally induced stress and strain. Five distinct stages, here named thermo-viscoelastic properties, are identified from the modulus as a function of temperature: viscous softening, viscous-glassy transition, glassy hardening, crack initiation, and fracture stages. Through consideration of the thermoviscoelastic properties, marked differences in the aging process were noted in the evaluation of two binders and two aggregate sources over a range of air void levels, typically, decreases in the viscous response of the mixtures as well as corresponding increases in both the stiffness and brittle behavior are presented as a function of aging. The evaluated behavior of the mixtures also provides a clearer understanding of the significant influence the air void level, or mixture density, has on the binder oxidation and overall mixture performance. The evaluation method provides definitive measures to monitor the progression of multiple aspects of the response of asphalt mixtures to thermally induced loading. JF - Transportation Research Record AU - Morian, Nathan E AU - Alavi, Mohammad Zia AU - Hajj, Elie Y AU - Sebaaly, Peter E AD - Nevada Department of Transportation, South Stewart Street, Carson City, NV 89712 nmorian@dot.state.nv.us Y1 - 2014 PY - 2014 DA - 2014 SP - 1 EP - 12 PB - Transportation Research Board VL - 4 IS - 2447 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Mathematical models KW - Asphalt KW - Voids KW - Strain KW - Binders KW - Crack initiation KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1678007844?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+Record&rft.atitle=Evolution+of+Thermoviscoelastic+Properties+of+Asphalt+Mixtures+with+Oxidative+Aging&rft.au=Morian%2C+Nathan+E%3BAlavi%2C+Mohammad+Zia%3BHajj%2C+Elie+Y%3BSebaaly%2C+Peter+E&rft.aulast=Morian&rft.aufirst=Nathan&rft.date=2014-01-01&rft.volume=4&rft.issue=2447&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2447-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-05-01 N1 - Number of references - 24 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2447-01 ER - TY - JOUR T1 - Express Lanes Performance Evaluation: Interstate 35W in Minnesota AN - 1677993594; PQ0001341978 AB - Transportation authorities around the United States are challenged to develop highway projects that deliver the best operational performance for the public investment. Congestion pricing has been promoted as an efficient operational performance strategy that helps to add roadway capacity when it is needed most, during peak periods of the day. The Minnesota Department of Transportation has implemented its second high-occupancy toll lane in the I-35W MnPASS express lane. This paper examines the performance of the southern 7 mi of the MnPASS lane and considers a number of performance indexes as reported through the project evaluation process. Since the opening of the MnPASS express lanes on the I-35W corridor, average speeds on those lanes during the a.m. peak period have increased by 3 to 4 mph. Average speed in the adjacent general purpose lanes appears to have declined by about 1 to 2 mph in the evaluation period. Vehicle throughput on the MnPASS lanes has increased by 77% and person throughput has increased by 39% over the base year of 2008. Through dynamic pricing, MnPASS lanes are able to ensure free-flow speeds more than 95% of the time. Customers are generally pleased with MnPASS operations and performance, citing value for their money in the form of time savings, less traffic, faster travel, and reduced stress. The I-35W MnPASS express lanes ensure greater speed and reliability for transit service and systems, encourage greater transit use through higher performance, and provide a congestion-free lane for those who choose to pay and those who carpool or ride transit. JF - Transportation Research Record AU - Buckeye, Kenneth R AD - Office of Financial Management, MS 215, Minnesota Department of Transportation, 395 John Ireland Boulevard, Saint Paul, MN 55155 kenneth.buckeye@state.mn.us Y1 - 2014 PY - 2014 DA - 2014 SP - 36 EP - 43 PB - Transportation Research Board IS - 2450 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pricing KW - Transportation KW - Lanes KW - Corridors KW - Transit KW - Peak periods KW - Highways KW - Car pools UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1677993594?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+Record&rft.atitle=Express+Lanes+Performance+Evaluation%3A+Interstate+35W+in+Minnesota&rft.au=Buckeye%2C+Kenneth+R&rft.aulast=Buckeye&rft.aufirst=Kenneth&rft.date=2014-01-01&rft.volume=&rft.issue=2450&rft.spage=36&rft.isbn=9780309295383&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2450-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-05-01 N1 - Number of references - 10 N1 - Last updated - 2015-05-04 DO - http://dx.doi.org/10.3141/2450-05 ER - TY - JOUR T1 - New Tool to Understand Value-for-Money Analysis Concepts in Evaluating Public-Private Partnership Options AN - 1676357507; PQ0001341986 AB - This paper presents a new public-private partnership (PPP) financial evaluation tool, PPP-VALUE (Public-Private Partnership Value-for-Money Analysis to Learn and Understand Evaluation). The tool is intended to help states learn how to assess quantitatively whether a PPP is appropriate for specific projects and to understand the relative impacts of the key drivers of value for money. The tool is focused on decisions about infrastructure delivery options to achieve the best value for the public. PPP-VALUE helps states learn how to assess the procuring agency's costs for providing a project through the PPP procurement model and to compare that result with conventional procurement costs. The tool guides state officials in their efforts to understand better the impacts of project risk, revenue, and financing on public agency costs and helps them better understand the key financial variables in making a procurement decision. This paper demonstrates the use of PPP-VALUE with a simplified hypothetical project to help readers understand the basic concepts of value-for-money analysis and to appreciate the complexity of more detailed financial modeling needed to conduct a full-fledged analysis. JF - Transportation Research Record AU - DeCorla-Souza, Patrick AD - Public-Private Partnerships Program, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590, patrick.decorla-souza@dot.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 99 EP - 108 PB - Transportation Research Board IS - 2450 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Infrastructure KW - Risk assessment KW - Transportation KW - Financing KW - R2 23070:Economics, organization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676357507?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=Transportation+Research+Record&rft.atitle=New+Tool+to+Understand+Value-for-Money+Analysis+Concepts+in+Evaluating+Public-Private+Partnership+Options&rft.au=DeCorla-Souza%2C+Patrick&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2014-01-01&rft.volume=&rft.issue=2450&rft.spage=99&rft.isbn=9780309295383&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2450-13 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Number of references - 19 N1 - Last updated - 2015-11-16 N1 - SubjectsTermNotLitGenreText - Risk assessment; Infrastructure; Transportation; Financing DO - http://dx.doi.org/10.3141/2450-13 ER - TY - JOUR T1 - Application of Conflict Scoping Process to Transportation Projects AN - 1669897758; PQ0001118729 AB - The conflict scoping process (CSP) is a formalized, proactive project management tool for identifying, predicting, assessing, managing, and resolving conflict that has been introduced to project managers at the Minnesota Department of Transportation (DOT) over the course of the past year. In a transportation project, conflict escalation can cost an agency and project valuable time and money and thus potentially lead to cancellation. The CSP tool is designed to increase accountability, transparency, and trust with stakeholders while reducing project cost and time delays. The CSP approach has been applied to 25 first-phase implementation projects at the Minnesota DOT, which ranged from early planning, predesign, and environmental impact to final design and construction stages. The CSP tool brings visibility to the importance of managing interpersonal relationships, the potential and real effects of conflict, and the value of earlier conflict resolution. Project managers are trained in CSP techniques, work through many of the nine steps, and then use their training and skills and resources in the agency to work toward conflict resolution. Key preliminary findings indicate that project managers are establishing more robust internal and external stakeholder lists, have raised their awareness of elected officials and the value of establishing good relationships, have realized instances when relationships must be improved, and have discovered opportunities for using key alliances to reduce future workload. Five implementation projects are discussed in this paper for process illustration. A second CSP implementation phase is being conducted, and application to all projects at the Minnesota DOT is planned to occur in a scalable manner by 2015. JF - Transportation Research Record AU - Moates, Christopher AD - Minnesota Department of Transportation, 395 John Ireland Boulevard, Saint Paul, MN 55155 chris.moates@state.mn.us Y1 - 2014 PY - 2014 DA - 2014 SP - 107 EP - 116 PB - Transportation Research Board VL - 1 IS - 2436 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Time delay KW - Cost engineering KW - Workload KW - Transportation KW - Cancellation KW - Construction costs KW - Environmental impact KW - Tools UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1669897758?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+Record&rft.atitle=Application+of+Conflict+Scoping+Process+to+Transportation+Projects&rft.au=Moates%2C+Christopher&rft.aulast=Moates&rft.aufirst=Christopher&rft.date=2014-01-01&rft.volume=1&rft.issue=2436&rft.spage=107&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2436-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Number of references - 9 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2436-11 ER - TY - JOUR T1 - Safety Effects of Using Short Left-Turn Lanes at Unsignalized Median Openings AN - 1669893001; PQ0001118720 AB - The AASHTO Green Book specifically encourages the use of left-turn lanes at median openings on divided roadways to eliminate stopping in through-traffic lanes. However, the lengths for median left-turn lanes recommended by the Green Book are often impractical in urban areas, where the available distance between two adjacent openings is inadequate, and particularly where the volume of left-turning traffic is heavy. Thus, left-turn lanes shorter than the lengths recommended by the Green Book (referred to as short left-turn lanes) are in wide use on urban divided roadways. The objective of this study was to investigate the safety performance of short left-turn lanes at unsignalized median openings. To this end, 6 years of crash data were collected in Houston, Texas, from 52 median left-turn lanes (40 short lanes and 12 lanes with lengths in compliance with Green Book recommendations). A Poisson regression model was developed to relate traffic and geometric attributes to the total number of rear-end, sideswipe, and object-motor vehicle crashes in a left-turn lane. Crash modification factors were calculated for applications to project the crash frequency for a specific change in lane length. Statistical evidence indicates that the difference between actual lane length and Green Book-recommended length has significant effects on crash frequency. However, the increase in crash frequency as a result of short left-turn lanes might be acceptable in cases where engineers must account for traffic and economic and social effects in determining whether a short left-turn lane is appropriate. JF - Transportation Research Record AU - Chen, Xiaoming AU - Qi, Yi AU - Lu, Yan AD - Department of Transportation Studies, Texas Southern University, 3100 Cleburne Street, Houston, TX 77004 Y1 - 2014 PY - 2014 DA - 2014 SP - 13 EP - 22 PB - Transportation Research Board VL - 1 IS - 2436 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Crashes KW - Transportation KW - Mathematical models KW - Lanes KW - Traffic flow KW - Safety KW - Roadways KW - Traffic engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1669893001?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+Record&rft.atitle=Safety+Effects+of+Using+Short+Left-Turn+Lanes+at+Unsignalized+Median+Openings&rft.au=Chen%2C+Xiaoming%3BQi%2C+Yi%3BLu%2C+Yan&rft.aulast=Chen&rft.aufirst=Xiaoming&rft.date=2014-01-01&rft.volume=1&rft.issue=2436&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2436-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Number of references - 32 N1 - Last updated - 2015-05-04 DO - http://dx.doi.org/10.3141/2436-02 ER - TY - JOUR T1 - Crossover Roundabouts: An Alternative Interchange Design AN - 1669886682; PQ0001118719 AB - The double crossover diamond (DCD) (also known as the diverging diamond interchange) was first introduced conceptually to engineers and planners in the United States less than a decade ago. The concept has been spreading rapidly since that time; as of July 2013, DCDs had been constructed in 19 locations in eight states and had been studied in countless other projects nationwide. Nearby frontage roads pose operational challenges for all interchanges, and DCD geometry intensifies this problem. Reverse curvature for crossover points reduces the storage length between ramps and nearby frontage roads in DCDs. The crossover roundabout concept was conceived as a potential solution to this challenge. Instead of a signalized crossover point (as in a DCD), a five-legged roundabout was proposed for the intersecting arterial, frontage road, and ramps. A crossover roundabout would function essentially like any other roundabout except that it would adjoin an arterial roadway with travel directions flipped on one side. The operational and safety benefits of typical roundabouts are expected to apply to crossover roundabouts; no new driver behaviors must be learned. Variations of crossover roundabout interchanges are possible: one crossover roundabout could adjoin half of a DCD, or two crossover roundabouts could form a complete interchange. Interchanges with two crossover roundabouts would look like typical double-roundabout diamond interchanges with the arterial road directions flipped between the roundabouts. Crossover roundabouts are not required to contain frontage roads to function. Microsimulation and cost estimations have shown the concept to have merit; crossover roundabouts can combine the best attributes of DCDs and roundabouts. JF - Transportation Research Record AU - Hale, Ryan AD - Missouri Department of Transportation, BOO Northeast Colbern Road, Lee's Summit, MO 64086 ryan.hale@modot.mo.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 3 EP - 12 PB - Transportation Research Board VL - 1 IS - 2436 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Spreading KW - Roads KW - Ramps KW - Diamonds KW - Roundabouts KW - Crossovers KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1669886682?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+Record&rft.atitle=Crossover+Roundabouts%3A+An+Alternative+Interchange+Design&rft.au=Hale%2C+Ryan&rft.aulast=Hale&rft.aufirst=Ryan&rft.date=2014-01-01&rft.volume=1&rft.issue=2436&rft.spage=3&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2436-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Number of references - 9 N1 - Last updated - 2015-09-07 DO - http://dx.doi.org/10.3141/2436-01 ER - TY - JOUR T1 - Development of Aggregate Avoidance Index for Evaluating Recycled Aggregate Concrete AN - 1669843771; PQ0001067180 AB - Early strength gain in concrete is typically associated with transition from the plastic to the semisolid state, and later to the solid state. When tensile failure occurs during the plastic and semisolid states, the paste, being the weak link in the matrix, provides the path for cracking as the aggregates are avoided. As the paste begins to strengthen in concrete with virgin aggregates, more fracture may occur through the aggregates. However, in recycled aggregate concrete, a possible enhancement of the interfacial transition zone (ITZ) at later ages may redirect the fracture path around some recycled aggregate particles. This research investigated mechanical and rheological properties of concrete with various proportions of recycled coarse aggregate ranging from 0% to 100% by weight. Gradations were as received from the crushing process but limited to a maximum size of 1.5 in. (38.1 mm) and minimum size of 0.19 in. (4.75 mm). Samples with higher percentages of recycled aggregate exhibited improved mechanical properties and freeze-thaw durability. A counting of the fractured aggregates in the exposed faces of cracked flexural beams suggested an enhancement of the ITZ in recycled aggregates. For elimination of counting error, an aggregate avoidance index method was used to evaluate the fractured faces. Results indicated lower aggregate avoidance indexes for higher recycled aggregate content, a validation of the enhancement of the ITZ, possibly by the absorptive properties of the recycled aggregates. This validated, beneficial property of recycled concrete aggregates can be used to promote sustainable use of recycled concrete. JF - Transportation Research Record AU - Akkari, Alexandra Kamilla AU - Izevbekhai, Bernard Igbafen AU - Olson, Steven Charles AD - Minnesota Department of Transportation, 1400 Gervais Avenue, Maplewood, MN 55109 Y1 - 2014 PY - 2014 DA - 2014 SP - 53 EP - 61 PB - Transportation Research Board IS - 2441 SN - 0361-1981, 0361-1981 KW - Ceramic Abstracts/World Ceramics Abstracts (WC); Advanced Polymers Abstracts (EP); Environmental Engineering Abstracts (EN); Composites Industry Abstracts (ED); Engineered Materials Abstracts, Ceramics (EC); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pastes KW - Fracture mechanics KW - Avoidance KW - Semisolids KW - Recycled KW - Failure KW - Concretes KW - Counting KW - Aggregates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1669843771?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+Record&rft.atitle=Development+of+Aggregate+Avoidance+Index+for+Evaluating+Recycled+Aggregate+Concrete&rft.au=Akkari%2C+Alexandra+Kamilla%3BIzevbekhai%2C+Bernard+Igbafen%3BOlson%2C+Steven+Charles&rft.aulast=Akkari&rft.aufirst=Alexandra&rft.date=2014-01-01&rft.volume=&rft.issue=2441&rft.spage=53&rft.isbn=9780309295307&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2441-08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-04-01 N1 - Number of references - 7 N1 - Last updated - 2015-12-07 DO - http://dx.doi.org/10.3141/2441-08 ER - TY - JOUR T1 - The 22 March 2014 Oso landslide, Snohomish County, WA; GEER report summary AN - 1664437201; 2015-026227 AB - The 22 March 2014 Oso Landslide in Snohomish County, Washington, is among the most significant geologic disasters in recent U. S. history. The 2014 landslide occurred on a valley slope with documented history of intermittent landslide movement dating back to the 1940s; slope movements in 2006 blocked the North Fork of the Stillaguamish River and caused shallow flood damage to some nearby homes. The Oso Landslide is one of many landslides that have occurred on valley slopes above the river. It generated vibrations at 10:37 A.M. local time that were recorded on nearby seismograph stations and became a rapidly moving, unchannelized debris flow that spread out as it travelled about 1 km across the valley, damming the North Fork of the Stillaguamish River, destroying and carrying away nearly 50 homes, killing 43 people, and burying about 1.5 km of State Highway 530. Geologic and geomorphic features suggest that the slide developed in two stages: the first mobilized into a fluidized debris flow that did most or all of the damage, whereas the second slid into the space created by the first and ran up onto the trailing part of it. Preliminary landslide frequency estimates span 500 to 5000 years in the valley segment around the Oso landslide. Rainfall in the three weeks prior to the Oso landslide was very heavy, yet no other slides occurred in the valley. The National Science Foundation-supported Geotechnical Extreme Events Reconnaissance (GEER) Association (www.geerassociation.org) assembled a team to investigate the landslide with a primary focus to document short-lived geotechnical features and make the findings available through GEER's website. The team's report describes precipitation, geologic, groundwater, and geotechnical factors, as well as impacts to infrastructure and hazard-communication aspects of the disastrous landslide event. JF - Abstracts with Programs - Geological Society of America AU - Keaton, Jeffrey R AU - Wartman, Joseph AU - Anderson, Scott A AU - Benoit, Jean AU - de la Chapelle, John AU - Gilbert, Robert AU - Montgomery, David R AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 SP - 251 PB - Geological Society of America (GSA), Boulder, CO VL - 46 IS - 6 SN - 0016-7592, 0016-7592 KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1664437201?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+22+March+2014+Oso+landslide%2C+Snohomish+County%2C+WA%3B+GEER+report+summary&rft.au=Keaton%2C+Jeffrey+R%3BWartman%2C+Joseph%3BAnderson%2C+Scott+A%3BBenoit%2C+Jean%3Bde+la+Chapelle%2C+John%3BGilbert%2C+Robert%3BMontgomery%2C+David+R%3BAnonymous&rft.aulast=Keaton&rft.aufirst=Jeffrey&rft.date=2014-01-01&rft.volume=46&rft.issue=6&rft.spage=251&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2014 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-03-19 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Micro-geomorphology, geoarchaeology and terrestrial lidar in a prehistoric Nevada antelope trap AN - 1660630065; 2015-021423 AB - Terrestrially scanned in 2010, a prehistoric Antelope Trap in Clover Valley, Elko County, Nevada was analyzed using visual scanning. The original scan is reanalyzed here using current techniques. Used periodically for the last 4000 years, the walls of this Antelope Trap were made of Juniper wood and brush. The hypothesis is that micro-topographical features would have formed along the standing walls at their base. Time would have seen these walls fall, be reconstructed and eventually end in their current state, as a series of branches on the ground outlining its previous extents. What may remain are the micro-topographical features evidencing the various wall constructions. The importance of locating the previous walls is to provide supporting evidence that in this Antelope Trap, two projectile technologies were used from one location and cast or shot on two angles. The wall location may confirm the location of the mouth of the trap, the ingress point of Antelope into the kill zone. A methodology for feature-level formation process Geoarchaeology is tested. The presence of micro-topographical features is sought. JF - Abstracts with Programs - Geological Society of America AU - Creger, C Cliff AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 SP - 107 PB - Geological Society of America (GSA), Boulder, CO VL - 46 IS - 6 SN - 0016-7592, 0016-7592 KW - 24:Quaternary geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1660630065?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Micro-geomorphology%2C+geoarchaeology+and+terrestrial+lidar+in+a+prehistoric+Nevada+antelope+trap&rft.au=Creger%2C+C+Cliff%3BAnonymous&rft.aulast=Creger&rft.aufirst=C&rft.date=2014-01-01&rft.volume=46&rft.issue=6&rft.spage=107&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2014 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2015-01-01 N1 - PubXState - CO N1 - Last updated - 2015-03-05 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Graphical Performance Measures for Practitioners to Triage Split Failure Trouble Calls AN - 1651455956; 21141233 AB - Detector occupancy is commonly used to measure traffic signal performance. Despite improvements in controller computational power, there have been few innovations in occupancy-based performance measures and little integration with other data. This paper introduces and demonstrates the use of graphical performance measures based on detector occupancy ratios to verify potential split failures and other signal timing shortcomings reported to practitioners by the public. The proposed performance measures combine detector occupancy during the green phase, detector occupancy during the first 5 s of the red phase, and phase termination cause (gap out or force-off). They are summarized by time of day to indicate whether the phase is undersaturated, nearly saturated, or oversaturated. The graphical performance measures and related quantitative summaries provide a first-level screening and triaging tool to help practitioners assess user concerns about whether sufficient green times are being provided to avoid split failures. They can also provide outcome-based feedback to staff after split adjustments have been made to determine whether operation improved or worsened. The paper demonstrates how the information was used to make an operational decision to reallocate green time that reduced the number of oversaturated splits on minor movements from 304 to 222 during a Thursday 0900 to 1500 timing plan and from 240 to 180 during a Friday 0900 to 1500 timing plan. JF - Transportation Research Record AU - Freije, Richard S AU - Hainen, Alexander M AU - Stevens, Amanda L AU - Li, Howell AU - Benjamin Smith, W AU - Summers, Hayley AU - Day, Christopher M AU - Sturdevant, James R AU - Bullock, Darcy M AD - Indiana Department of Transportation, 8620 East 21st Street, Indianapolis, IN 46219 Y1 - 2014 PY - 2014 DA - 2014 SP - 27 EP - 40 PB - Transportation Research Board VL - 2 IS - 2439 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Time measurements KW - Austenitic stainless steels KW - Transportation KW - Traffic signals KW - Control systems KW - Movements KW - Failure KW - Tools UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651455956?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+Record&rft.atitle=Graphical+Performance+Measures+for+Practitioners+to+Triage+Split+Failure+Trouble+Calls&rft.au=Freije%2C+Richard+S%3BHainen%2C+Alexander+M%3BStevens%2C+Amanda+L%3BLi%2C+Howell%3BBenjamin+Smith%2C+W%3BSummers%2C+Hayley%3BDay%2C+Christopher+M%3BSturdevant%2C+James+R%3BBullock%2C+Darcy+M&rft.aulast=Freije&rft.aufirst=Richard&rft.date=2014-01-01&rft.volume=2&rft.issue=2439&rft.spage=27&rft.isbn=9780309295260&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2439-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Number of references - 12 N1 - Last updated - 2015-03-03 DO - http://dx.doi.org/10.3141/2439-03 ER - TY - JOUR T1 - High-Resolution Event-Based Data at Diamond Interchanges: Performance Measures and Optimization of Ring Displacement AN - 1651455755; 21141232 AB - Signalized diamond interchanges are unique pairs of intersections characterized by interlocked left turns and relatively close spacing between ramps. A diamond interchange has four external entry points (origins) and four external exit points (destinations). Examination of the external origin-destination paths and evaluation of their impact on the interior storage and progression are critical for operating a diamond interchange effectively. This paper describes a series of performance measures derived from high-resolution signal controller data that can be used to (a) assess the quality of progression of the interior movements qualitatively and quantitatively and (b) optimize the internal offset to improve traffic flows within the interchange. Additional performance measures for identifying internal and ramp queuing are discussed. The integration of graphical performance measures into controller front panel displays and central systems is recommended to assist engineers in tuning and maintaining efficient operation of diamond interchanges. JF - Transportation Research Record AU - Hainen, Alexander M AU - Stevens, Amanda L AU - Freije, Richard S AU - Day, Christopher M AU - Sturdevant, James R AU - Bullock, Darcy M AD - Indiana Department of Transportation, 8620 East 21st Street, Indianapolis, IN 46219 Y1 - 2014 PY - 2014 DA - 2014 SP - 12 EP - 26 PB - Transportation Research Board VL - 2 IS - 2439 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Progressions KW - Transportation KW - Displays KW - Tuning KW - Movements KW - Ramps KW - Diamonds KW - Optimization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651455755?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+Record&rft.atitle=High-Resolution+Event-Based+Data+at+Diamond+Interchanges%3A+Performance+Measures+and+Optimization+of+Ring+Displacement&rft.au=Hainen%2C+Alexander+M%3BStevens%2C+Amanda+L%3BFreije%2C+Richard+S%3BDay%2C+Christopher+M%3BSturdevant%2C+James+R%3BBullock%2C+Darcy+M&rft.aulast=Hainen&rft.aufirst=Alexander&rft.date=2014-01-01&rft.volume=2&rft.issue=2439&rft.spage=12&rft.isbn=9780309295260&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2439-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Number of references - 13 N1 - Last updated - 2015-03-03 DO - http://dx.doi.org/10.3141/2439-02 ER - TY - JOUR T1 - Improving Intersection Behavior Through Delay-Based Left-Turn Phase Initiation AN - 1651451427; 21141234 AB - Serving protected left-turn phases for one or two vehicles can often be an inefficient use of cycle green time when the opposing through movements are over capacity. This paper assesses the performance of an intersection at which controller logic is applied to delay the call for a protected left-turn phase on the basis of vehicle wait times. During four weeks of evaluation, the delay on left-turn phase calls was varied in 25-s increments from 0 to 75 s. The results indicate that delaying left-turn phase initiation substantially increases the amount of green time for saturated through movements while minimally increasing the travel delay for left-turning drivers. The recommendation is made for agencies to consider using a delay in the range of 25 to 50 s for calling protected phases at intersections at which the opposing through movement is oversaturated and could benefit from additional green time. This paper presents one of the first quantitative studies evaluating potential intersection capacity and performance improvements with respect to left-turn detector delay. JF - Transportation Research Record AU - Lavrenz, Steven M AU - Hainen, Alexander M AU - Stevens, Amanda L AU - Day, Christopher M AU - Li, Howell AU - Freije, Richard S AU - Smith, W Benjamin AU - Summers, Hayley AU - Sturdevant, James R AU - Bullock, Darcy M AD - Indiana Department of Transportation, 8620 East 21st Street, Indianapolis, IN 46219 Y1 - 2014 PY - 2014 DA - 2014 SP - 41 EP - 52 PB - Transportation Research Board VL - 2 IS - 2439 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Logic KW - Intersections KW - Transportation KW - Performance enhancement KW - Delay KW - Movements KW - Vehicles UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1651451427?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+Record&rft.atitle=Improving+Intersection+Behavior+Through+Delay-Based+Left-Turn+Phase+Initiation&rft.au=Lavrenz%2C+Steven+M%3BHainen%2C+Alexander+M%3BStevens%2C+Amanda+L%3BDay%2C+Christopher+M%3BLi%2C+Howell%3BFreije%2C+Richard+S%3BSmith%2C+W+Benjamin%3BSummers%2C+Hayley%3BSturdevant%2C+James+R%3BBullock%2C+Darcy+M&rft.aulast=Lavrenz&rft.aufirst=Steven&rft.date=2014-01-01&rft.volume=2&rft.issue=2439&rft.spage=41&rft.isbn=9780309295260&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2439-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Number of references - 12 N1 - Last updated - 2015-03-03 DO - http://dx.doi.org/10.3141/2439-04 ER - TY - JOUR T1 - Threshold Effects of Speed-Monitoring Devices on the Speeding Behavior of Drivers AN - 1642325074; 20998805 AB - This paper summarizes an evaluation of a speed-monitoring system that provides speed warning feedback to drivers enrolled in a voluntary program. The field study aimed to determine the effects of immediate feedback on drivers, especially chronic speeders. Drivers with at least three speeding violations in the past 3 years were recruited through the Maryland Motor Vehicle Administration. After a 2-week baseline period, the alert system was activated, and driving behavior was monitored for any changes for approximately 4 weeks. Subjects were monitored (silently) for a follow-up phase of 2 weeks. During the treatment phase, drivers received alerts when their speeds exceeded the posted speed limit by more than 8 mph. The findings are encouraging and suggest that verbal alerts are successful in producing short-term changes in driving behavior. Overall, the average proportion of speeding above the alert threshold declined significantly during the treatment phase, an indication that the alerts did have a deterring effect on speeding behavior. Once the alerts were silenced, there was evidence suggesting a sustained change in driving behavior for some participants. Although the proportion of speeding above the threshold was higher during the 2-week follow-up period than during the treatment phase, for some participants the follow-up speeds were lower than those recorded during the baseline phase. Although speeding was reduced during the treatment phase at speeds over the feedback threshold, much of this speeding appeared to have shifted down to just below the threshold. This finding raises an important question regarding optimal levels for setting thresholds for feedback on speeding behavior. JF - Transportation Research Record AU - De Leonardis, Doreen AU - Robinson, Emanuel AU - Huey, Rick AU - Atkins, Randolph G AD - National Highway Traffic Safety Administration, NT1-131, 1200 New Jersey Avenue, SE, West Building, 46-500, Washington, DC 20590 doreendeleonardis@westat.com Y1 - 2014 PY - 2014 DA - 2014 SP - 17 EP - 24 PB - Transportation Research Board IS - 2425 SN - 0361-1981, 0361-1981 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Speed limits KW - Indication KW - Transportation KW - Devices KW - Warning KW - Feedback KW - Thresholds KW - Optimization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642325074?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+Record&rft.atitle=Threshold+Effects+of+Speed-Monitoring+Devices+on+the+Speeding+Behavior+of+Drivers&rft.au=De+Leonardis%2C+Doreen%3BRobinson%2C+Emanuel%3BHuey%2C+Rick%3BAtkins%2C+Randolph+G&rft.aulast=De+Leonardis&rft.aufirst=Doreen&rft.date=2014-01-01&rft.volume=&rft.issue=2425&rft.spage=17&rft.isbn=9780309295109&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2425-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-01-01 N1 - Number of references - 7 N1 - Last updated - 2015-02-05 DO - http://dx.doi.org/10.3141/2425-03 ER - TY - JOUR T1 - Evaluation of a Library E-Book Lending Platform for Department of Transportation Employees with Personal Reading Devices: Results of a Trial and User Satisfaction Survey AN - 1642310204; 20843212 AB - In 2012 the Virginia Department of Transportation (DOT) Research Library conducted a trial of the electronic book database of EBSCO Information Services (EBSCO). The goals of the trial were to determine the level of interest by Virginia DOT employees in accessing e-books, to observe usage patterns and preferences of users in accessing content (EBSCO offered three access options for viewing onscreen or downloading to a personal device), to observe and gather usage statistics during the trial, to survey users on their experience and preferences for e-book devices, and to learn whether patrons used the library's subscriptions to the Books24x7, Knovel, or ASCE databases, which contain onscreen-only e-books. Usage statistics revealed high levels of interest in the e-book database. During the trial, 959 user sessions occurred, with 2,702 searches taking place, 694 e-books read onscreen, and 130 e-books checked out and downloaded to Adobe Digital Editions. Of the 32 respondents to a user satisfaction survey, 93.75% indicated that they would use e-books for their work or professional development; 39% found them somewhat easy or very easy to use; 63% read e-books onscreen; and 37% read from a portable e-book reader. Ninety percent of respondents had used other library full-text databases; 69% had purchased or received an e-book as a gift; and 40% had borrowed an e-book from another library. Research indicates that the EBSCO e-books database is a viable resource for Virginia DOT, provided that the proper content can be licensed and that adequate user education is provided. JF - Transportation Research Record AU - Winter, Ken AD - Virginia Department of Transportation Research Library, Virginia Center for Transportation Innovation and Research, 530 Edgemont Road, Charlottesville, VA 22903 ken.winter@vdot.virginia.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 20 EP - 28 PB - Transportation Research Board IS - 2414 SN - 0361-1981, 0361-1981 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); Computer and Information Systems Abstracts (CI); CSA / ASCE Civil Engineering Abstracts (CE) KW - Databases KW - Ebooks KW - Transportation KW - Subscriptions KW - Statistics KW - Libraries KW - Devices KW - User satisfaction UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642310204?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+Record&rft.atitle=Evaluation+of+a+Library+E-Book+Lending+Platform+for+Department+of+Transportation+Employees+with+Personal+Reading+Devices%3A+Results+of+a+Trial+and+User+Satisfaction+Survey&rft.au=Winter%2C+Ken&rft.aulast=Winter&rft.aufirst=Ken&rft.date=2014-01-01&rft.volume=&rft.issue=2414&rft.spage=20&rft.isbn=9780309295048&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2414-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-12-01 N1 - Number of references - 17 N1 - Last updated - 2015-01-06 DO - http://dx.doi.org/10.3141/2414-03 ER - TY - JOUR T1 - Modeling Courier Vehicles' Travel Behavior: Case of Seoul, South Korea AN - 1642279042; 21005950 AB - In this study, tour-based travel demand models were developed to describe the travel pattern of courier vehicles; the models overcome the limitations of four-step freight demand modeling. This study used a microsimulation-based modeling framework. The study area, Seoul, South Korea, was divided into block-based smaller traffic analysis zones, and the travel data from real-world courier service companies were used for model development and validation. The developed tour-based urban freight demand models were composed of eight steps: tour start, departure time choice, next-stop destination choice, vehicle movement, stop duration, next-stop purpose choice, return, and tour termination. After specific models were developed for each of the eight modules, the proposed modeling framework was applied, and the results were compared with the data observed in regard to average trip distance, trip length distribution, accuracy, sensitivity, specificity, number of stops, and average travel distance of the tours. Overall, results of the proposed models were reasonable from the perspective of urban freight demand modeling. JF - Transportation Research Record AU - Kim, Sijin AU - Park, Dongjoo AU - Kim, Seheon AU - Park, Hyeongjun AD - Department of Transportation Engineering, University of Seoul, 90 Jeonnong-Dong, Oongdaemun-Gu, Seoul, South Korea Y1 - 2014 PY - 2014 DA - 2014 SP - 67 EP - 75 PB - Transportation Research Board VL - 1 IS - 2410 SN - 0361-1981, 0361-1981 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Plugs KW - Mathematical models KW - Blocking KW - Demand KW - Vehicles KW - Tours KW - South Korea UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642279042?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+Record&rft.atitle=Modeling+Courier+Vehicles%27+Travel+Behavior%3A+Case+of+Seoul%2C+South+Korea&rft.au=Kim%2C+Sijin%3BPark%2C+Dongjoo%3BKim%2C+Seheon%3BPark%2C+Hyeongjun&rft.aulast=Kim&rft.aufirst=Sijin&rft.date=2014-01-01&rft.volume=1&rft.issue=2410&rft.spage=67&rft.isbn=9780309295017&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2410-08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-01-01 N1 - Number of references - 23 N1 - Last updated - 2015-02-05 DO - http://dx.doi.org/10.3141/2410-08 ER - TY - JOUR T1 - Pavement Performance Measures How States See Good, Fair, and Poor AN - 1642276832; 20946648 AB - Performance measures considered for flexible and rigid surfaced pavements and the threshold values for these measures are reported. A survey was sent to members of the Joint Technical Committee on Pavements, and 14 of 20 states responded. Performance measures for flexible pavements included international roughness index (IRI), rutting, and cracking. Performance measures for rigid pavements included IRI, patching, cracking, pop-outs, faulting, and damaged joints. For each measure, states were asked to define "good," "fair," and "poor" for both Interstates and other National Highway System routes. States were asked to define their system's performance for given thresholds and to provide some information about how they collected, processed, and used the data. States use rutting and cracking to assess performance of flexible pavements. The IRI was the third-ranked measure but was consistently applied to both flexible and rigid pavements. Rutting measurements varied with the number and types of sensors, and states used five-point sensors to line sensors to three-dimensional cameras. Use of cracking as a performance measure required consensus building about definitions, measurement methods, and thresholds. Survey responses for rigid pavements were limited to jointed plain concrete because 12 of the 14 states indicated that the majority of their rigid pavements were of this type. Additional work is required for a faulting measure, because the ability to detect the joint is a function of the distance between consecutive traces. Development of definitions, methods, and thresholds is required for other rigid pavement performance measures, including patching, cracked slabs, and damaged joints. JF - Transportation Research Record AU - Corley-Lay, Judith AD - Pavement Management Unit, North Carolina Department of Transportation, 1593 Mail Service Center, Raleigh, NC 27699-1593 jlay@dot.state.nc.us Y1 - 2014 PY - 2014 DA - 2014 SP - 1 EP - 5 PB - Transportation Research Board IS - 2431 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Cracking (fracturing) KW - Pavements KW - Damage KW - Sensors KW - Patching KW - Construction KW - Thresholds UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642276832?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+Record&rft.atitle=Pavement+Performance+Measures+How+States+See+Good%2C+Fair%2C+and+Poor&rft.au=Corley-Lay%2C+Judith&rft.aulast=Corley-Lay&rft.aufirst=Judith&rft.date=2014-01-01&rft.volume=&rft.issue=2431&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2431-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-01-01 N1 - Number of references - 10 N1 - Last updated - 2015-02-05 DO - http://dx.doi.org/10.3141/2431-01 ER - TY - JOUR T1 - Safety Impacts of Intervehicle Warning Information Systems for Moving Hazards in Connected Vehicle Environments AN - 1642253980; 21023755 AB - Driver inattentiveness is one of the critical factors that contribute to vehicle crashes. The intervehicle safety warning information system (ISWS) is a technology to enhance driver attentiveness by providing warning messages about upcoming hazards under the connected vehicle environments. A novel feature of the proposed ISWS is its capability to detect hazardous driving events, which are defined as moving hazards with a high potential to cause crashes. The study presented in this paper evaluated the potential effectiveness of the ISWS to reduce crashes and to mitigate traffic congestion. The study included a field experiment that documented actual vehicle maneuvering patterns of accelerations and lane changes, which were used to enhance the realism of simulation evaluations. Probe vehicles equipped with customized onboard units, which consisted of a GPS device, accelerometer, and gyro sensor, were used. A microscopic simulator, VISSIM, was used to simulate a driver's responsive behavior after warning messages were delivered. A surrogate safety assessment model was used to derive surrogate safety measures to evaluate the effectiveness of ISWS in terms of traffic safety. The results showed a reduced number of rear-end conflicts when the ISWS's market penetration rate (MPR) and the congestion level of the traffic conditions increased. The reduced number of rear-end conflicts was approximately 84.3%, with a 100% MPR under Level of Service D traffic conditions. Analysis of the standard deviation of speed showed that a reduction of 39.9% was achieved. The outcomes of this study could be valuable to derive smarter operational strategies for ISWS. JF - Transportation Research Record AU - Jeong, Eunbi AU - Oh, Cheol AU - Lee, Gunwoo AU - Cho, Hanseon AD - Department of Transportation and Logistics Engineering, Hanyang University at Ansan, 1271 Sa-3 Dong, Sangnokgu, Ansan-Si Kyunggi-Do 426-791, South Korea Y1 - 2014 PY - 2014 DA - 2014 SP - 11 EP - 19 PB - Transportation Research Board VL - 2 IS - 2424 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); Computer and Information Systems Abstracts (CI); CSA / ASCE Civil Engineering Abstracts (CE) KW - Hazards KW - Crashes KW - Computer simulation KW - Traffic flow KW - Vehicles KW - Warning KW - Traffic engineering KW - Traffic safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642253980?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+Record&rft.atitle=Safety+Impacts+of+Intervehicle+Warning+Information+Systems+for+Moving+Hazards+in+Connected+Vehicle+Environments&rft.au=Jeong%2C+Eunbi%3BOh%2C+Cheol%3BLee%2C+Gunwoo%3BCho%2C+Hanseon&rft.aulast=Jeong&rft.aufirst=Eunbi&rft.date=2014-01-01&rft.volume=2&rft.issue=2424&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2424-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-01-01 N1 - Number of references - 23 N1 - Last updated - 2015-05-04 DO - http://dx.doi.org/10.3141/2424-02 ER - TY - JOUR T1 - Comparing Predictions from the CAL3QHCR and AERMOD Models for Highway Applications AN - 1642228563; 20920873 AB - A comparison of three modeling procedures-CAL3QHCR, AERMOD area, and AERMOD volume-for predicting pollutant concentrations near highways is presented. All three use the Gaussian dispersion equations and are evaluated by contrasting the trends in model predictions. Model trends are depicted for a variety of conditions related to atmospheric stability, wind angle with respect to the highway, and near-road downwind distances. The tested models provided widely differing prediction trends. Predictions by the CAL3QHCR model at the roadway edge for crosswind conditions were independent of atmospheric stability; however, AERMOD predictions varied significantly by atmospheric stability. AERMOD produced the highest pollutant concentrations at roadside with an area source configuration and the lowest with a volume source configuration. AERMOD predicted a wider range of concentrations across unstable to stable atmospheric conditions compared with CAL3QHCR. The concentration decay predicted by AERMOD for convective conditions was virtually identical across a wide range of atmospheric scaling (Monin-Obukhov lengths of -6.9 to -8,888 m). JF - Transportation Research Record AU - Claggett, Michael AD - Federal Highway Administration Resource Center, U.S. Department of Transportation, 4001 Office Court Drive, Suite 801, Santa Fe, NM 87507 michael.claggett@dot.gov Y1 - 2014 PY - 2014 DA - 2014 SP - 18 EP - 26 PB - Transportation Research Board VL - 2 IS - 2428 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Pollutants KW - Roadsides KW - Atmospherics KW - Trends KW - Stability KW - Highways KW - Pollution sources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1642228563?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+Record&rft.atitle=Comparing+Predictions+from+the+CAL3QHCR+and+AERMOD+Models+for+Highway+Applications&rft.au=Claggett%2C+Michael&rft.aulast=Claggett&rft.aufirst=Michael&rft.date=2014-01-01&rft.volume=2&rft.issue=2428&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2428-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-01-01 N1 - Number of references - 22 N1 - Last updated - 2015-02-05 DO - http://dx.doi.org/10.3141/2428-03 ER - TY - JOUR T1 - Preserved flora and organics in impact melt breccias AN - 1641010829; 2015-001073 JF - Abstracts of Papers Submitted to the Lunar and Planetary Science Conference AU - Schultz, P H AU - Harris, R Scott AU - Clemett, S J AU - Thomas-Keprta, K L AU - Zarate, M AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 EP - Abstract 2002 PB - Lunar and Planetary Science Conference, Houston, TX VL - 45 KW - mass spectra KW - Mars KW - leaves KW - melts KW - Pampas KW - Cenozoic KW - impact melts KW - sedimentary rocks KW - metamorphic rocks KW - spectra KW - porphyrins KW - phytoliths KW - Plantae KW - experimental studies KW - breccia KW - impactites KW - pigments KW - electron microscopy data KW - impact breccia KW - biomarkers KW - X-ray spectra KW - TEM data KW - Miocene KW - EDS spectra KW - chlorophyll KW - terrestrial planets KW - planets KW - Tertiary KW - South America KW - organic compounds KW - Argentina KW - Neogene KW - hydrocarbons KW - polycyclic aromatic hydrocarbons KW - heating KW - two-step laser mass spectroscopy KW - SEM data KW - preservation KW - aromatic hydrocarbons KW - 04:Extraterrestrial geology KW - 09:Paleobotany UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1641010829?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=Abstracts+of+Papers+Submitted+to+the+Lunar+and+Planetary+Science+Conference&rft.atitle=Preserved+flora+and+organics+in+impact+melt+breccias&rft.au=Schultz%2C+P+H%3BHarris%2C+R+Scott%3BClemett%2C+S+J%3BThomas-Keprta%2C+K+L%3BZarate%2C+M%3BAnonymous&rft.aulast=Schultz&rft.aufirst=P&rft.date=2014-01-01&rft.volume=45&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Abstracts+of+Papers+Submitted+to+the+Lunar+and+Planetary+Science+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.hou.usra.edu/meetings/lpsc2014/pdf/2002.pdf LA - English DB - GeoRef N1 - Conference title - 45th lunar and planetary science conference N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 11 N1 - PubXState - TX N1 - Document feature - illus. N1 - SuppNotes - Accessed on June 13, 2014 N1 - Last updated - 2014-12-31 N1 - CODEN - #02179 N1 - SubjectsTermNotLitGenreText - Argentina; aromatic hydrocarbons; biomarkers; breccia; Cenozoic; chlorophyll; EDS spectra; electron microscopy data; experimental studies; heating; hydrocarbons; impact breccia; impact melts; impactites; leaves; Mars; mass spectra; melts; metamorphic rocks; Miocene; Neogene; organic compounds; Pampas; phytoliths; pigments; planets; Plantae; polycyclic aromatic hydrocarbons; porphyrins; preservation; sedimentary rocks; SEM data; South America; spectra; TEM data; terrestrial planets; Tertiary; two-step laser mass spectroscopy; X-ray spectra ER - TY - JOUR T1 - Implications of sampling methodology on scour depths and time rates of scour at bridge foundations AN - 1637536859; 2014-104980 AB - The purpose of this research was to find a relationship between field sampling methodology and calculated scour depth at bridges; a sampling protocol is proposed based on the results. Scour is the term for fluvial erosion of soil surrounding a bridge foundation (piers and abutments). Current guidance regarding scour analysis is provided by the Federal Highway Administration document Hydraulic Engineering Circular 18 (HEC 18), "Evaluating Scour at Bridges." HEC 18 derives equations from flume studies that are used to calculate scour depth, and scales those equations to foundation materials of different gradations. The analysis takes into account channel geometry, flow parameters, and the grain size of the sediment (D50). While HEC 18 describes where to take samples, it does not address sampling methodology; hydrologists rely on a wide variety of manual and mechanical sampling methods which are further complicated because sediments to be sampled are often under water. The study selected as field area an armored stream channel at a bridge southwest of Harrisonburg, VA, for which a steady-state flow model had been developed. The bridge sits on Quaternary alluvium consisting of sand, pebbles, gravel, cobbles, and boulders, with the largest particle size of 180 mm in diameter. The bedload was sampled using various manual techniques, including shoveling, auguring, aerial cobble counts, walking cobble counts, and volumetric sampling behind a barrier device, with samples taken from the stream at the locations prescribed by HEC 18. Each method was compared based on its error, bias, and precision. Scour was then calculated using the varying gradations provided by each sampling method. Counter-intuitively, scour only varied a small amount over a wide range of D50s. Based on the error, bias, and precision of each sampling method a preferred sampling method and sample size was determined. JF - Abstracts with Programs - Geological Society of America AU - Bruckno, Brian S AU - Sirna, Anthony Joseph AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 SP - 23 PB - Geological Society of America (GSA), Boulder, CO VL - 46 IS - 3 SN - 0016-7592, 0016-7592 KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1637536859?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Implications+of+sampling+methodology+on+scour+depths+and+time+rates+of+scour+at+bridge+foundations&rft.au=Bruckno%2C+Brian+S%3BSirna%2C+Anthony+Joseph%3BAnonymous&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2014-01-01&rft.volume=46&rft.issue=3&rft.spage=23&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 63rd annual meeting N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-12-18 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Delivering geohazard and geotechnical data; from the satellite to the field AN - 1629947901; 2014-096997 AB - As part of the USDOT-funded research program RITA-RS-11-H-UVA, "Sinkhole Detection and Bridge/Landslide Monitoring for Transportation Infrastructure by Automated Analysis of Interferometric Synthetic Aperture Radar [InSAR] Images," the authors completed the a pilot study in which they developed a computational approach aimed at the early detection and evaluation of potential geohazards within a point cloud dataset obtained from processed InSAR data. The technique was applied to the detection of sinkholes within an active 40X40 km data frame located in the Valley and Ridge Province in Virginia. The analysis, based on the detection of a specific spatio-temporal model describing incipient sinkhole behavior, was used to scan a 10 million point dataset for regions where the spatio-temporal behavior matched the model, providing as output a geo-referenced map indicating the quality of match. This map was then converted to a risk map where fastest growing features were identified as riskier. To favor visualization and integration with commonly used GIS platform, results were exported in KML (Google Earth) and SHP (ArcGIS) formats. The authors believe this approach can be implemented as a map-production workflow where routine monitoring of satellite data is pushed within a GIS-integrated analysis pipeline to be analyzed by a set of plugins designed to monitor/detect potentially hazardous features, and the results exported as Google Earth (KML) files or ArcGIS layers to provide immediate visualization and delivery. Other geospatial data layers, such as geology, karst, soils maps, or fault zones, can be delivered on the same platforms, thus offering greater efficiency and geospatial data integration in planning, inspection, and incident response. Disclaimer: The views, opinions, findings and conclusions reflected in this paper are the responsibility of the authors only and do not represent the official policy or position of the US DOT/RITA, or any State or other entity. JF - Abstracts with Programs - Geological Society of America AU - Vaccari, Andrea AU - Bruckno, Brian S AU - Hoppe, Edward AU - Acton, Scott AU - Campbell, Elizabeth AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 SP - 74 PB - Geological Society of America (GSA), Boulder, CO VL - 46 IS - 2 SN - 0016-7592, 0016-7592 KW - 20:Applied geophysics KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1629947901?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Delivering+geohazard+and+geotechnical+data%3B+from+the+satellite+to+the+field&rft.au=Vaccari%2C+Andrea%3BBruckno%2C+Brian+S%3BHoppe%2C+Edward%3BActon%2C+Scott%3BCampbell%2C+Elizabeth%3BAnonymous&rft.aulast=Vaccari&rft.aufirst=Andrea&rft.date=2014-01-01&rft.volume=46&rft.issue=2&rft.spage=74&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2014NE/webprogram/Paper236256.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 49th annual meeting N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-12-04 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Epigenesis of mollusk-bearing carbonate rocks of the Conestoga Formation (?Ordovician), King of Prussia, Pennsylvania AN - 1623261218; 2014-089532 AB - Rare siliceous internal molds of gastropods and nautiloid cephalopods were collected from the metasedimentary Conestoga Formation marble at King of Prussia (KOP), PA, by Florence Bascom, Louis Woolman, and J. E. Ives between 1890 and 1909. Preservation of such mollusks in the recrystallized carbonates of the Chester Valley, outside this locality, is unknown. Although the nautiloid internal molds are too poorly preserved for identification, their size and gross morphology are consistent with typical post-Cambrian forms. In 1989, a similarly preserved sample with gastropod molds was collected at KOP by PennDOT geologist Theodore Gill during bridge construction. The sample was found in terra rossa derived from marble excavated during construction. Recently, rock cores were obtained next to the bridge, and oriented samples were taken from an outcrop beneath the bridge. Siliceous rock similar to the fossil-bearing material was collected from the cut slope beneath the bridge. Petrographic analysis of the core material and examination of the hand samples indicates that both the siliceous fossil molds and the phyllitic, carbonate host rock (calcite, quartz, biotite, muscovite, pyrite) experienced the same epigenetic and/or metamorphic history. Initial deposition of the mollusk shells in shallow-marine carbonate sediment was followed by replacement of the sediment filling the shells with authigenic silica during diagenesis. Volume reduction of calcite and formation of stylolites during burial was followed by compressional, ductile deformation of the fossils and recrystallization of quartz and calcite. Later, coarse-grained calcite veins crosscut bedding. Lastly, 2 mm-wide, brittle fractures formed, offsetting the fossils. Early Triassic exhumation promoted the development of solution cavities and was followed by reburial beneath Triassic rift sediments. Local flooding of solution cavities with hot siliceous hydrothermal fluids-possibly driven by a deep Mesozoic thermal event-saturated the walls of the cavities containing the fossil molds, caused crystallization of quartz on the walls of these cavities, and healed the small brittle fractures. Erosion of Triassic sediments and selective weathering of calcite spar to terra rossa left the quartz crystals, vein-filling quartz, and fossil molds intact. JF - Abstracts with Programs - Geological Society of America AU - Callahan, Paula Coppock AU - Marenco, Katherine N AU - Myer, George H AU - Anonymous Y1 - 2014 PY - 2014 DA - 2014 SP - 51 PB - Geological Society of America (GSA), Boulder, CO VL - 46 IS - 2 SN - 0016-7592, 0016-7592 KW - 10:Invertebrate paleontology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1623261218?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Epigenesis+of+mollusk-bearing+carbonate+rocks+of+the+Conestoga+Formation+%28%3FOrdovician%29%2C+King+of+Prussia%2C+Pennsylvania&rft.au=Callahan%2C+Paula+Coppock%3BMarenco%2C+Katherine+N%3BMyer%2C+George+H%3BAnonymous&rft.aulast=Callahan&rft.aufirst=Paula&rft.date=2014-01-01&rft.volume=46&rft.issue=2&rft.spage=51&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2014NE/webprogram/Paper236504.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 49th annual meeting N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-11-13 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Structure of Port Operations Observatory: Application in Mediterranean Sea AN - 1620039211; 20719452 AB - The main objectives of the monitoring strategy of transportation services and infrastructure at the national, regional, and international levels are to learn from experience, to develop alternative management approaches, and to modify policy regulations to optimize the level of service and use of existing infrastructure. The transportation infrastructure observatories are public or private entities devoted not only to generating statistics but also to collecting and harmonizing transportation data in standardized information systems to support performance-based management of transportation services planning and delivery. An observatory can be a web portal for strategic information and up-to-date reports on relevant inquiries, examining one or more transportation modes in a specific geographical area. This paper provides guidelines for developing the basic structure with the static and dynamic contents of an observatory of port operations, as well as its web-based architecture and functioning. The guidelines include the definition and classification of its key features and users, and the technological requirements of the website architecture. For demonstration purposes, an application is presented for a port operations observatory in the Mediterranean Sea. JF - Transportation Research Record AU - Tsamboulas, Dimitrios AU - Karousos, Iosif AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5 Iroon Polytechniou Street, Zografou Campus, Zografou, Athens GR-15773, Greece Y1 - 2014 PY - 2014 DA - 2014 SP - 9 EP - 18 PB - Transportation Research Board IS - 2409 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Infrastructure KW - Transportation KW - Management KW - Observatories KW - Guidelines KW - Architecture KW - Mediterranean Sea KW - Ports UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1620039211?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+Record&rft.atitle=Structure+of+Port+Operations+Observatory%3A+Application+in+Mediterranean+Sea&rft.au=Tsamboulas%2C+Dimitrios%3BKarousos%2C+Iosif&rft.aulast=Tsamboulas&rft.aufirst=Dimitrios&rft.date=2014-01-01&rft.volume=&rft.issue=2409&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2409-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-11-01 N1 - Number of references - 20 N1 - Last updated - 2014-12-02 DO - http://dx.doi.org/10.3141/2409-02 ER - TY - JOUR T1 - A Statistical Analysis of the Role of Benefit-Cost Analysis in Awarding TIGER Grants AN - 1567042307; 201423249 AB - As directed by the American Recovery and Reinvestment Act of 2009, the U.S. Department of Transportation (DOT) created the Transportation Investment Generating Economic Recovery (TIGER) discretionary grant program for surface transportation infrastructure projects. TIGER used a multistep competitive application process to award surface transportation funds. TIGER applications were initially screened by U.S. DOT's staff of technical and economic experts and the final awardees were selected by a Review Team of Modal Administrators and DOT Office of the secretary-level officials. The purpose of the research was to determine if the most deserving projects, based on an applicant's benefit-cost analysis and the likelihood that benefits exceeded costs, were more likely to receive grant funding. We base the findings on pair-wise comparisons and on logistic regression models. Based on these analyses, we found that the outcome of the benefit-cost analysis (both quality and expected net benefits) was not a statistically significant factor. [Reprinted by permission of Sage Publications Inc., copyright holder.] JF - Public Works Management & Policy AU - Homan, Anthony C AU - Adams, Teresa M AU - Marach, Alex J AD - U.S. Department of Transportation-Office of the Secretary, Washington, DC, USA Y1 - 2014/01// PY - 2014 DA - January 2014 SP - 37 EP - 50 PB - Sage Publications, Thousand Oaks CA VL - 19 IS - 1 SN - 1087-724X, 1087-724X KW - American Recovery and Reinvestment Act (ARRA) benefit-cost analysis TIGER grants logit model transportation investments KW - Logistics KW - Teams KW - Transportation KW - Cost-Benefit Analysis KW - Grants KW - Experts KW - Awards KW - Investment KW - Quantitative Methods KW - article KW - 9261: public policy/administration; public policy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1567042307?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%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+Works+Management+%26+Policy&rft.atitle=A+Statistical+Analysis+of+the+Role+of+Benefit-Cost+Analysis+in+Awarding+TIGER+Grants&rft.au=Homan%2C+Anthony+C%3BAdams%2C+Teresa+M%3BMarach%2C+Alex+J&rft.aulast=Homan&rft.aufirst=Anthony&rft.date=2014-01-01&rft.volume=19&rft.issue=1&rft.spage=37&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/10.1177%2F1087724X13495185 LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2014-10-01 N1 - Number of references - 8 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Transportation; Cost-Benefit Analysis; Grants; Awards; Logistics; Teams; Investment; Quantitative Methods; Experts DO - http://dx.doi.org/10.1177/1087724X13495185 ER - TY - JOUR T1 - Fiber-Based Modeling of Circular Reinforced Concrete Bridge Columns AN - 1559660513; 20196952 AB - This article presents the application of fiber-based analysis to predict the nonlinear response of reinforced concrete bridge columns. Specifically considered are predictions of overall force-deformation hysteretic response and strain gradients in plastic hinge regions. This article discusses the relative merits of force-based and displacement-based fiber elements, and proposes a technique for prediction of nonlinear strain distribution based on the modified compression field theory. The models are compared with static and dynamic test data and recommendations are made for fiber-based modeling of RC bridge columns. JF - Journal of Earthquake Engineering AU - Feng, Yuhao AU - Kowalsky, Mervyn J AU - Nau, James M AD - Alaska Department of Transportation and Public Facilities, Juneau, Alaska, USA Y1 - 2014///0, PY - 2014 DA - 0, 2014 SP - 714 EP - 734 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 18 IS - 5 SN - 1363-2469, 1363-2469 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Prediction KW - Reinforced Concrete KW - Earthquakes KW - Bridges KW - Model Testing KW - Strain KW - Model Studies KW - Earthquake Engineering KW - Plastics KW - Reinforced concrete KW - Modelling KW - Q2 09262:Methods and instruments KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1559660513?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=Journal+of+Earthquake+Engineering&rft.atitle=Fiber-Based+Modeling+of+Circular+Reinforced+Concrete+Bridge+Columns&rft.au=Feng%2C+Yuhao%3BKowalsky%2C+Mervyn+J%3BNau%2C+James+M&rft.aulast=Feng&rft.aufirst=Yuhao&rft.date=2014-01-01&rft.volume=18&rft.issue=5&rft.spage=714&rft.isbn=&rft.btitle=&rft.title=Journal+of+Earthquake+Engineering&rft.issn=13632469&rft_id=info:doi/10.1080%2F13632469.2014.904254 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-12-01 N1 - Last updated - 2016-12-22 N1 - SubjectsTermNotLitGenreText - Earthquakes; Bridges; Reinforced concrete; Modelling; Reinforced Concrete; Prediction; Plastics; Model Testing; Earthquake Engineering; Strain; Model Studies DO - http://dx.doi.org/10.1080/13632469.2014.904254 ER - TY - JOUR T1 - An intellectual structure of activity-based costing: a co-citation analysis AN - 1520332461; 201404298 AB - Purpose -- The purpose of this paper is to show that by exploring the intellectual structure of activity-based costing (ABC) based on the citation database of Google Scholar, one can understand the evolution and core ideas of the ABC discipline. Design/methodology/approach -- This study employs the document co-citation method to model the intellectual structure of ABC between 1988 and 2008. After an initial co-citation analysis of the condition-limited literature set to find the relationships between core articles, this study further implements multivariate statistical techniques to construct representations for the ABC intellectual structure. Findings -- A total of four important subjects chronologically provide a panoramic view of the evolution of ABC. This study finds some dimensions of the results to be in accordance with prior research, but further achieves insights into the core ideas underpinning the ABC discipline. It demonstrates the validity of this study conducting a co-citation analysis based on the citation data of Google Scholar. Research limitations/implications -- The classification, core articles, and evolution of the ABC literature published in the past two decades benefit academic researchers conducting future studies that build systematically on prior research. Practical implications -- The intellectual structure of the ABC discipline explains and predicts the stages of ABC implementation's life cycle. For the accounting profession, this helps a consultant/practitioner in sub-fields of the ABC domain to quickly and easily enlarge the coverage and viewpoints or perspectives within his/her cluster of interest and to jointly consider the successful factors of implementing ABC in an organization. Originality/value -- The empirical feasibility of using digitally archival information to model an intellectual structure of ABC is attained; and the intellectual structure and its various representations provide researchers, consultants, and practitioners with a macroscopic and dynamic view of the ABC discipline. Adapted from the source document. JF - The Electronic Library AU - Kuo, Hsiu-Kuei AU - Yang, Chyan AD - Department of Transportation Technology and Management, National Chiao Tung University, Taipei, Taiwan Y1 - 2014///0, PY - 2014 DA - 0, 2014 SP - 31 EP - 46 PB - Emerald Group Publishing Ltd., Bradford UK VL - 32 IS - 1 SN - 0264-0473, 0264-0473 KW - Google Scholar KW - Activity-based costing KW - Citation database KW - Co-citation analysis KW - Intellectual structure KW - Multivariate statistical analysis KW - Search engines KW - Internet KW - Scholarly publishing KW - Citation indexes KW - Cocitation KW - Accounting KW - article KW - 5.24: BIBLIOMETRICS, SCIENTOMETRICS, INFORMETRICS UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1520332461?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%3Alisa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Electronic+Library&rft.atitle=An+intellectual+structure+of+activity-based+costing%3A+a+co-citation+analysis&rft.au=Kuo%2C+Hsiu-Kuei%3BYang%2C+Chyan&rft.aulast=Kuo&rft.aufirst=Hsiu-Kuei&rft.date=2014-01-01&rft.volume=32&rft.issue=1&rft.spage=31&rft.isbn=&rft.btitle=&rft.title=The+Electronic+Library&rft.issn=02640473&rft_id=info:doi/10.1108%2FEL-03-2012-0027 L2 - http://www.emeraldinsight.com/info/journals/el/el.jsp LA - English DB - Library & Information Science Abstracts (LISA) N1 - Date revised - 2015-06-01 N1 - Last updated - 2016-09-27 N1 - SubjectsTermNotLitGenreText - Cocitation; Accounting; Citation indexes; Search engines; Scholarly publishing DO - http://dx.doi.org/10.1108/EL-03-2012-0027 ER - TY - RPRT T1 - PYRAMID WAY AND MCCARRAN BOULEVARD INTERSECTION IMPROVEMENT PROJECT, WASHOE COUNTY, NEVADA. AN - 1547826714; 15980 AB - PURPOSE: Operational improvements to the Pyramid Way and McCarran Boulevard intersection in Sparks, Nevada are proposed. Pyramid Way and McCarran Boulevard are both state highways classified as regional system arterials and their intersection ranks as one of the most congested in Washoe County, particularly during peak hours. This intersection links commuters from unincorporated Washoe County and Sparks, an area encompassing approximately 80 square miles, to employment and service centers located within Reno and central Sparks. The screening process identified one build alternative (the preferred alternative) and the No Build Alternative to be carried forward and evaluated in this final EIS. The Modified Expanded At-Grade Intersection Alternative would widen Pyramid Way to three lanes in each direction from a reconfigured Queen Way on the north to Tyler Way on the south. McCarran Boulevard would remain two lanes in each direction. Operational improvements at the intersection would consist of additional turning lanes. Widening of Pyramid Way would occur on the east side to accommodate these improvements. The existing Queen Way intersection would be redesigned to improve access to the surrounding neighborhoods. Additional improvements would include extending the existing five-foot-wide sidewalks throughout the project limits; adding a five-foot-wide landscaped buffer/parkway strip between the sidewalks and the traveled way; and adding striped bicycle lanes on Pyramid Way from Queen Way to York Way and on McCarran Boulevard from Rock Boulevard to 4th Street. The additional right-of-way that would be available along the east side of Pyramid Way may allow room for a 10-foot-wide sidewalk and/or a wider buffer strip. The Orr Ditch, which conveys irrigation water at specific seasons of the year and crosses the project site north of the Queen Way intersection, would be extended with the widening of Pyramid Way. POSITIVE IMPACTS: The proposed changes would decrease traffic congestion, improve intersection safety, enhance local access, and augment pedestrian and bicycle circulation. The reduced congestion and idling time at the affected intersections and along roadway segments would reduce exhaust emissions. NEGATIVE IMPACTS: Displacement of up to 75 single-family residential structures would cause the relocation of approximately 203 persons residing in Sparks. A full acquisition of the Lord of Mercy Lutheran Church is anticipated. The proposed improvements would disturb 0.05 acre of the Orr Ditch. JF - EPA number: 130369, Final EIS--440 pages, December 20, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-NV-13-01-F KW - Air Quality KW - Highways KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Nevada 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/1547826714?accountid=14244 L2 - http://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=2013-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PYRAMID+WAY+AND+MCCARRAN+BOULEVARD+INTERSECTION+IMPROVEMENT+PROJECT%2C+WASHOE+COUNTY%2C+NEVADA.&rft.title=PYRAMID+WAY+AND+MCCARRAN+BOULEVARD+INTERSECTION+IMPROVEMENT+PROJECT%2C+WASHOE+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2014-07-01 N1 - SuppNotes - Final. Preparation date: December 20, 2013 N1 - Last updated - 2014-07-24 ER - TY - RPRT T1 - INTERSTATE 64 PENINSULA STUDY FROM INTERSTATE 95 IN THE CITY OF RICHMOND TO INTERSTATE 664 IN THE CITY OF HAMPTON, VIRGINIA. AN - 1547255987; 15969 AB - PURPOSE: Options to improve the 75-mile-long Interstate 64 (I-64) corridor from the I-95 (Exit 190) interchange in Richmond, Virginia to the I-664 (Exit 264) interchange in Hampton, Virginia are proposed. The Interstate 64 Peninsula Study (I-64 Study) addresses existing traffic congestion and aging roadway and design/structure deficiencies which have exacerbated safety concerns within the corridor. The study area is defined as directly north and south of the existing I-64 corridor through the counties of Henrico, New Kent, James City and York, and the cities of Richmond, Newport News and Hampton. Approximately two-thirds of the I-64 mainline operates at a deficient level of service during base conditions, particularly the segment closest to I-95 at the western end of the corridor and virtually the entire stretch of I-64 from Exit 214 (Providence Forge) in New Kent County to Exit 264 (I-664) in Hampton. The number of lanes on existing I-64 varies through the study area. In the vicinity of Richmond, from Exit 190 to Exit 197, there are generally three travel lanes in each direction. Between Exit 197 and mile marker 254, there are generally two travel lanes in each direction. Beginning at mile marker 254 and continuing east to the Hampton area, I-64 widens to four lanes in each direction with three general purpose lanes and one high occupancy vehicle (HOV) lane during peak periods. There are some additional lanes between closely spaced interchanges at the eastern end of the corridor to provide for easier merging of traffic on and off of the I-64 mainline. The alternatives analyzed in this final EIS include a No Build Alternative and five highway build alternatives. Under Alternative 1A, additional general purpose lanes would be added to the outside of the existing general purpose lanes. For Alternative 1B, the new lanes would be constructed in the median to the greatest extent practicable. In sections of the corridor with insufficient median area, the additional lanes would be constructed outside of the existing general purpose lanes, with an effort to keep the proposed improvements within the existing right-of-way (ROW). Alternatives 2A and 2B would involve adding additional tolled lanes to the outside and in the median, respectively. Alternative 3 would involve the addition of separated, managed lanes located in the median. The lanes could be managed using different strategies, and might be HOV lanes, high occupancy toll lanes, express toll lanes, or express bus lanes. If Alternative 3 is identified as the preferred alternative, subsequent studies would define the specific type of managed lanes, lane needs and locations, access to and from the managed lanes, and end points and transition zones for the managed lanes along with the needed general purpose lanes. In areas where the corridor does not have sufficient median width to accommodate the addition of any lanes, the facility would be widened to the outside of the existing general purpose lanes in order to accommodate the managed lanes in the median. All the build alternatives would include improvements to the 25 existing interchanges within the study area corridor. The planning level estimated cost for the I-64 Study improvements ranges from $4.7 billion to $7.3 billion. POSITIVE IMPACTS: In addition to addressing deficiencies and safety concerns, the proposed action would reduce travel delays, improve access to tourist attractions, improve connectivity between military installations, provide for increased demand from the freight industry, provide for the efficient transporting of freight in and out of the Port of Virginia, and support the current economic development needs along the corridor and in the region. NEGATIVE IMPACTS: Construction would displace 65 acres of farmland and impact 65 to 67 acres of wetlands, 112,157 to 113,624 linear feet of stream channel, 18 to 21 acres of floodplains, and four reservoirs. Nine surface waters intersecting the study area corridor have been listed as impaired waters. Expanded ROW would impact community facilities, three public parks, two historic sites, six to seven archeological sites, and five battlefields. Up to 789 partial and full acquisitions would be required. Traffic noise impacts would affect 1,156 to 1,262 residences. JF - EPA number: 130358, Executive Summary--10 pages, Final EIS--150 pages, Appendices--220 pages, December 13, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-12-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Virginia 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/1547255987?accountid=14244 L2 - http://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=2013-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64+PENINSULA+STUDY+FROM+INTERSTATE+95+IN+THE+CITY+OF+RICHMOND+TO+INTERSTATE+664+IN+THE+CITY+OF+HAMPTON%2C+VIRGINIA.&rft.title=INTERSTATE+64+PENINSULA+STUDY+FROM+INTERSTATE+95+IN+THE+CITY+OF+RICHMOND+TO+INTERSTATE+664+IN+THE+CITY+OF+HAMPTON%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2014-07-01 N1 - SuppNotes - Final. Preparation date: December 13, 2013 N1 - Last updated - 2014-07-22 ER - TY - RPRT T1 - INTERSTATE 66 CORRIDOR FROM US ROUTE 15 TO INTERSTATE 495, PRINCE WILLIAM AND FAIRFAX COUNTIES, VIRGINIA. AN - 1547255986; 15968 AB - PURPOSE: Transportation improvements along a 25-mile section of Interstate 66 (I-66) from U.S. Route 15 in Prince William County to I-495 in Fairfax County, Virginia are proposed. I-66 is the main east-west interstate highway in Northern Virginia and serves the District of Columbia, Arlington County, Fairfax County, Loudoun County, Prince William County and points west, the cities of Fairfax, Falls Church, Manassas, and Manassas Park and the towns of Vienna and Haymarket. The study corridor is a complex, comprehensive transportation facility that includes general-purpose and high-occupancy vehicle (HOV) highway facilities, heavy rail transit, local and regional bus service, and bicycle and pedestrian facilities. Despite infrastructure improvements, growth in Fairfax and Prince William counties has steadily increased demand for travel along I-66 and its parallel routes, resulting in congested conditions, especially during commute periods. Key issues identified during scoping include traffic congestion and safety issues; the need for safe pedestrian and bicycle travel in the region; the need for increased transit service; the need for improved HOV operations and configurations; and potential effects on the environment including noise concerns. Ten build improvement concepts are evaluated against a No Build baseline in this final Tier 1 EIS. Concept 1 would involve construction of additional general purpose highway lanes open to all traffic. Concept 2 would involve conversion of the existing HOV lane into either a one- or two-lane (in each direction) facility that would operate as a high-occupancy toll facility where only high-occupant vehicles would be exempt from paying a toll. Concepts 3 and 4 are the extension of Metrorail service and light rail service west from Vienna to either Centreville or Haymarket. Concept 5 would extend bus rapid transit along a separate guideway from Vienna to Haymarket; service could extend east of Vienna. Concept 6 would extend the existing Virginia Railway Express (VRE) service from Manassas to Haymarket. The remaining concepts include: improvements that address operational constraints at discrete locations (chokepoints); intermodal connectivity improvements; safety improvements; and continued enhancements to intelligent transportation systems technology for all modes in the corridor, including traveler information, corridor and incident management, and transit technology. POSITIVE IMPACTS: The proposed improvements would address transportation capacity deficiencies, major points of congestion, limited travel mode choices, safety deficiencies, and lack of transportation predictability within the corridor. The Metrorail extension, light rail transit, bus rapid transit, and VRE extension improvement concepts all would reduce the number of vehicles on the roadway resulting in lower air emissions. NEGATIVE IMPACTS: Proposed improvements could impact wetlands, streams, floodplain, farmland, historic properties, residences and businesses. Relocations could be required and noise-sensitive and vibration-sensitive buildings and activity areas could be affected. Widening of the roadway as part of the capacity improvement concepts as well as the chokepoints improvement concept would potentially impact views of parkland and farmland through the conversion of open space to a more expansive transportation facility. JF - EPA number: 130357, Final EIS--421 pages, December 13, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-13-01-T1F KW - Communication Systems KW - Creeks KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547255986?accountid=14244 L2 - http://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=2013-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+66+CORRIDOR+FROM+US+ROUTE+15+TO+INTERSTATE+495%2C+PRINCE+WILLIAM+AND+FAIRFAX+COUNTIES%2C+VIRGINIA.&rft.title=INTERSTATE+66+CORRIDOR+FROM+US+ROUTE+15+TO+INTERSTATE+495%2C+PRINCE+WILLIAM+AND+FAIRFAX+COUNTIES%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2014-07-01 N1 - SuppNotes - Final. Preparation date: December 13, 2013 N1 - Last updated - 2014-07-22 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 1547255980; 15967 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 final 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. JF - EPA number: 130356, Final EIS--286 pages, Appendices--431 pages, December 13, 2013 PY - 2013 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/1547255980?accountid=14244 L2 - http://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=2013-12-13&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 - 2014-07-01 N1 - SuppNotes - Final. Preparation date: December 13, 2013 N1 - Last updated - 2014-07-22 ER - TY - JOUR T1 - Tactile Cues for Orienting Pilots During Hover Over Moving Targets AN - 1762376572; PQ0002463168 AB - Introduction: Providing information via the tactile sensory system allows the pilot to increase awareness without further taxing the visual and auditory perceptual systems. In this study, tactile cues were presented to pilots for target orientation during a simulated helicopter extraction over a moving target. The efficacy of the cues provided by the tactile system was assessed under various conditions (rested vs. fatigued, clear vs. degraded visual environment). Methods: This study employed a mixed-model 2 super(4) factorial design, including one between-subjects variable (training amount: minimal, additional) and three within-subjects variables (state: rested, fatigued; visual environment: clear, degraded; tactile cue belt: active, inactive). Across 2 d under the 4 test conditions, 16 UH-60 rated, healthy aviators completed 8 sessions of 10-min stabilized hovering maneuvers over a moving target. All flights were conducted in a UH-60 flight simulator. Results: Subjects were able to stay closer to the target when the tactile cuing system was active (M = 31.14 ft, SE = 3.17 ft) vs. inactive (M = 36.33 ft, SE = 2.84 ft). Likewise, subjects rated their situation awareness as greater when the tactile system was active vs. inactive. Discussion: The results support the efficacy of the tactile system in providing directional cues for maintaining pilot performance during a hover maneuver over a moving target. JF - Aviation, Space, and Environmental Medicine AU - Kelley, Amanda M AU - Cheung, Bob AU - Lawson, Benton D AU - Rath, Edna AU - Chiasson, John AU - RAMICCIO, JOHN G AU - Rupert, Angus H AD - Office of Behavioral Safety Research, National Highway Traffic Safety Administration, West Building 46-495, 1200 New Jersey Ave. SE, NTI-132, Washington, DC 20590, amanda.kelley@dot.gov Y1 - 2013/12// PY - 2013 DA - December 2013 SP - 1255 EP - 1261 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 12 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - tactile cues |a MeSH KW - hover maneuver |a MeSH KW - fatigue |a MeSH KW - degraded visual environment |a MeSH KW - Training KW - Pilots KW - Helicopters KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1762376572?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Tactile+Cues+for+Orienting+Pilots+During+Hover+Over+Moving+Targets&rft.au=Kelley%2C+Amanda+M%3BCheung%2C+Bob%3BLawson%2C+Benton+D%3BRath%2C+Edna%3BChiasson%2C+John%3BRAMICCIO%2C+JOHN+G%3BRupert%2C+Angus+H&rft.aulast=Kelley&rft.aufirst=Amanda&rft.date=2013-12-01&rft.volume=84&rft.issue=12&rft.spage=1255&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3669.2013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-02-01 N1 - Number of references - 13 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Training; Pilots; Helicopters DO - http://dx.doi.org/10.3357/ASEM.3669.2013 ER - TY - JOUR T1 - Preserved flora and organics in impact melt breccias; implications for capturing past life on Mars AN - 1703693123; 2015-075039 AB - At least seven impact glass-bearing deposits have been documented in the Argentine stratigraphy, each recording separate events between the Holocene and late Miocene. Detailed evidence for their origin by impact includes: planar deformation features (PDFs in quartz, feldspars, pyroxene, olivine, etc.), asymmetric isotropization (i.e., alternate-twin deformation) in plagioclase, diaplectic phases, ultra-high temperature melting (e.g., lechatelierite, molten rutile) and decomposition (e.g., baddeleyite), and quench textures around minerals, e.g., beta-crystobalite, etc. Incorporation of materials from depth indicates that this was not an airburst but a series of crater-forming impacts. Many hand samples also contain relicts of extant biota. Scanning electron microprobe (SEM) images reveal preservation of delicate forms including: striated layers between vesicular impact glass and parallel vein-like features at higher magnification. The striated patterns resemble vascular bundles of the mesophyll (ground tissue) of a plant. Identifiable parts of the plant anatomy, e.g. papillae and cell walls, contain skeletal magnetite crystals and high-temperature, i.e., phases indicating that vitreous fossilization occurred at extremely high temperatures and rapid quench rates. The morphology is generally similar to contemporary regional grasses (pampas grass) including small spherules (papilla). The intricate forms (20nm to 20mm) indicate features rapidly preserved rather than simple impressions. Reaction zones (vesiculation and quenched minerals) along the interface between the melt and entrained plants indicate rapid quenching. Compositional mapping reveals the presence of insignificant levels of carbon, but chemical analyses confirm the high silica content (> 60%). Various analytical techniques (micro-Raman, TEM/SEM, and mu ltra-L2MS) further reveal the preserved organic materials, including tetracyclic pyrrolines, essential members of the group of porphyrin species that are produced through the thermal degradation of chlorophyll with heterogeneous survival of abundant C and N. The survival and preservations of organics within hydrous pockets in rapidly quenched impact glasses may provide a new strategy for identifying biomarkers of possible early life on ancient Mars. Impact melt could encapsulate and preserve this record. It is likely that the porous nature of the target (loess), which characterizes much of the Martian surface, would ensure flash-heat preservation under highly reducing conditions. JF - American Geophysical Union Fall Meeting AU - Schultz, P H AU - Harris, R S AU - Clemett, S AU - Thomas-Keprta, K AU - Anonymous Y1 - 2013/12// PY - 2013 DA - December 2013 SP - Abstract P34C EP - 08 PB - American Geophysical Union, Washington, DC VL - 2013 KW - 04:Extraterrestrial geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1703693123?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=American+Geophysical+Union+Fall+Meeting&rft.atitle=Preserved+flora+and+organics+in+impact+melt+breccias%3B+implications+for+capturing+past+life+on+Mars&rft.au=Schultz%2C+P+H%3BHarris%2C+R+S%3BClemett%2C+S%3BThomas-Keprta%2C+K%3BAnonymous&rft.aulast=Schultz&rft.aufirst=P&rft.date=2013-12-01&rft.volume=2013&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=American+Geophysical+Union+Fall+Meeting&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2013 fall meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by, and/or abstract, Copyright, American Geophysical Union, Washington, DC, United States N1 - Date revised - 2015-01-01 N1 - PubXState - DC N1 - Last updated - 2015-08-13 N1 - CODEN - #07548 ER - TY - JOUR T1 - A directivity model for moderate to large earthquakes based on the direct-point parameter AN - 1676578920; 2015-037142 AB - We have developed a new model to predict directivity of pseudo-spectral acceleration in the 1- 10 second band for crustal earthquakes of magnitude exceeding 5.7. The model uses a new directivity predictor, the Direct Point Parameter DPP, which, like the Isochrone Directivity Parameter IDP of Spudich and Chiou (2013), is based on isochrone theory but has several advantages over the IDP. The DPP has a stronger theoretical underpinning than IDP has, as it accounts for the radiation pattern of a finite, line source between the hypocenter and the 'direct point', which is a special point located in a zone of higher isochrone velocity than is the IDP 'closest point', (point on the fault closest to the site where ground motions are to be evaluated). The IDP model by contrast uses a point source radiation pattern at the hypocenter. The DPP has smoother spatial variations than does the IDP. It does not depend on the location of the closest point, which can jump discontinuously from one segment of a geometrically complicated fault to another when the target site moves a small distance. Consequently, when using the DPP it is less likely a user's site will unknowingly be on the high or low side of a discontinuity in the predictor. Furthermore, the DPP is easier to calculate than the IDP because 1) the radiation pattern formulae are simpler, 2) it uses a simpler algorithm for handling multi-segment and multi-fault ruptures, and 3) a generalized coordinate transform is no longer necessary for non-planar faults. The directivity model using the DPP is 'narrowband', meaning that the strength of directivity does not rise inexorably with period but rather is maximum at some period that increases with magnitude. The DPP model is the only directivity model explicitly included in one of the NGA-West 2 ground motion prediction equations, namely Chiou and Youngs (2013). JF - American Geophysical Union Fall Meeting AU - Spudich, P AU - Chiou, B S AU - Anonymous Y1 - 2013/12// PY - 2013 DA - December 2013 SP - Abstract S43A EP - 2492 PB - American Geophysical Union, Washington, DC VL - 2013 KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1676578920?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=American+Geophysical+Union+Fall+Meeting&rft.atitle=A+directivity+model+for+moderate+to+large+earthquakes+based+on+the+direct-point+parameter&rft.au=Spudich%2C+P%3BChiou%2C+B+S%3BAnonymous&rft.aulast=Spudich&rft.aufirst=P&rft.date=2013-12-01&rft.volume=2013&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=American+Geophysical+Union+Fall+Meeting&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2013 fall meeting N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data supplied by, and/or abstract, Copyright, American Geophysical Union, Washington, DC, United States N1 - Date revised - 2015-01-01 N1 - PubXState - DC N1 - Last updated - 2015-04-30 N1 - CODEN - #07548 ER - TY - JOUR T1 - Reliability analysis of bridge evaluations based on 3D Light Detection and Ranging data AN - 1654671263; 21230183 AB - Terrestrial 3D Light Detection and Ranging (LiDar) scanner has been suggested as a remote sensing technique for existing and newly constructed bridges. Using high resolution laser, 3D LiDar can populate a surficial area with millions of position data points. Bridge problems can benefit from LiDar scan, and current studies have found potential applications including damage detection, bridge clearance, and static deflection measurement. The technique is useful when accurate measurement of bridge geometry cannot be achieved by traditional survey technique, especially when site topography is prohibitive. However, resolution is still one of the main factors that limit the application of LiDar technology for advanced bridge monitoring. This paper discusses the reliability issues of such technique as well as the LiDar based bridge condition evaluation methodologies. Several experimental results are presented to establish the sensitivities for different assessments. Copyright copyright 2013 John Wiley & Sons, Ltd. JF - Structural Control and Health Monitoring AU - Liu, Wanqiu AU - Chen, Shen-en AD - Department of Transportation and Logistics, DUT, Dalian University of Technology (DUT), No. 2 Linggong Road, No.4 Lab Building, Room 520, Dalian, China, 116024. Y1 - 2013/12// PY - 2013 DA - Dec 2013 SP - 1397 EP - 1409 PB - Wiley-Blackwell, 111 River Street Hoboken NJ 07030-5774 United States VL - 20 IS - 12 SN - 1545-2255, 1545-2255 KW - Health & Safety Science Abstracts KW - Sensitivity KW - Bridges KW - Remote sensing KW - Lidar KW - Lasers KW - Topography KW - Technology KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1654671263?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=Structural+Control+and+Health+Monitoring&rft.atitle=Reliability+analysis+of+bridge+evaluations+based+on+3D+Light+Detection+and+Ranging+data&rft.au=Liu%2C+Wanqiu%3BChen%2C+Shen-en&rft.aulast=Liu&rft.aufirst=Wanqiu&rft.date=2013-12-01&rft.volume=20&rft.issue=12&rft.spage=1397&rft.isbn=&rft.btitle=&rft.title=Structural+Control+and+Health+Monitoring&rft.issn=15452255&rft_id=info:doi/10.1002%2Fstc.1533 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-02-01 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Sensitivity; Bridges; Remote sensing; Lidar; Lasers; Technology; Topography DO - http://dx.doi.org/10.1002/stc.1533 ER - TY - RPRT T1 - CROSSTOWN PARKWAY EXTENSION, NEW BRIDGE CROSSING OF THE NORTH FORK ST. LUCIE RIVER, ST. LUCIE COUNTY, FLORIDA. AN - 16383733; 15965 AB - PURPOSE: The extension of the existing Crosstown Parkway by approximately two miles, from Manth Lane on the west, across the North Fork St. Lucie River (NFSLR) to US 1 on the east, in Port St. Lucie, St. Lucie County, Florida is proposed. The study area is bordered on the north by Fallon Drive, on the south by Thornhill Drive, on the west by Manth Lane, and on the east by US 1. The two existing crossings of the NFSLR at Port St. Lucie Boulevard and Prima Vista Boulevard are experiencing delays and will not be able to meet the projected travel demand across the NFSLR in the future. Forecasts indicate that the combined traffic volume crossing the NFSLR will increase from 104,680 vehicles in 2008 to 156,000 in 2037. This final EIS considers a No Build Alternative, a transportation systems management alternative, a multimodal alternative, and six build alternatives which include a bridge over the NFSLR. Alternative 2A would connect Crosstown Parkway via Walters Terrace west of the NFSLR to Veterans Memorial Parkway (formerly known as Midport Road) east of the NFSLR, and ultimately connect with US 1 at the existing signalized intersection with Veterans Memorial Parkway/Walton Road. Alternative 2D would extend Crosstown Parkway along West Virginia Drive to Floresta Drive, then connect to Walters Terrace via Floresta Drive. Traffic would be required to make a right turn and a left turn at the two intersections along Floresta Drive to make the connection to US 1. Alternative 1C would extend Crosstown Parkway along West Virginia Drive west of the NFSLR to the existing intersection of US 1 and Village Green Drive. Alternative 1F would extend Crosstown Parkway along West Virginia Drive, then curve northeast to connect with US 1 at a new intersection between Village Green Drive and Savanna Club Boulevard. Alternative 6B is similar to Alternative 1F, and would extend Crosstown Parkway along West Virginia Drive to Floresta Drive, but would then curve northeast and cross the NFSLR north of Alternative 1F. It would connect with US 1 at a new intersection between Village Green Drive and Savanna Club Boulevard. Alternative 6A would extend Crosstown Parkway along West Virginia Drive to Floresta Drive and curve north and then east across the NFSLR to the existing intersection of US 1 and Savanna Club Boulevard. Total costs of constructing the build alternatives are estimated in 2009 dollars at $118.9 to $167.8 million. POSITIVE IMPACTS: The proposed extension would address severe traffic congestion within the City of Port St. Lucie, particularly at the two existing bridges over the NFSLR which already exceed their capacity and operate below acceptable levels at critical times of the day. The project would also benefit public safety by providing an additional evacuation route. NEGATIVE IMPACTS: The project area is within the boundaries of the NFSLR Aquatic Preserve and the Savannas Preserve State Park. Construction would impact eight to 10.9 acres of wetlands, 140 to 231 residences, and zero to 14 commercial properties. Six listed species (mangrove rivulus, smalltooth sawfish, opossum pipefish, eastern indigo snake, wood stork, and the West Indian manatee) may be affected, but are not likely to be adversely affected. All build alternatives could affect wildlife passage and would introduce light trespass, noise, and colonization by invasive species. JF - EPA number: 130354, Final EIS, Appendices, November 29, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-FLA-EIS-2011-02-59-F KW - Bridges KW - Cultural Resources Assessments KW - Floodplains KW - Highways KW - Highway Structures KW - Hydraulic Assessments KW - Fish KW - Noise Assessments KW - Noise Control KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Florida KW - North Fork St. Lucie River KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16383733?accountid=14244 L2 - http://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=2013-11-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROSSTOWN+PARKWAY+EXTENSION%2C+NEW+BRIDGE+CROSSING+OF+THE+NORTH+FORK+ST.+LUCIE+RIVER%2C+ST.+LUCIE+COUNTY%2C+FLORIDA.&rft.title=CROSSTOWN+PARKWAY+EXTENSION%2C+NEW+BRIDGE+CROSSING+OF+THE+NORTH+FORK+ST.+LUCIE+RIVER%2C+ST.+LUCIE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2014-07-01 N1 - SuppNotes - Final. Preparation date: November 29, 2013 N1 - Last updated - 2014-07-02 ER - TY - RPRT T1 - MONROE CONNECTOR/BYPASS FROM US 74 NEAR I-485 TO US 74 BETWEEN WINGATE AND MARSHVILLE, MECKLENBERG AND UNION COUNTIES, NORTH CAROLINA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF 2010). AN - 16384024; 15956 AB - PURPOSE: Construction of a 20-mile controlled-access toll road, to be known as the Monroe Connector/Bypass, extending from US 74 near I-485 in Mecklenberg County to US 74 between the towns of Wingate and Marshville in Union County, North Carolina is proposed. The project area lies southeast of Charlotte in the southern part of the Piedmont region. US 74 is the primary transportation route between Union County, the fastest growing county in North Carolina, and Mecklenberg County and Charlotte, the economic hub of the region. US 74 also serves as an important commercial corridor for Union County, with many residential, commercial, and employment centers having direct access to and from US 74. In Union County, most employment is concentrated in the City of Monroe or along existing US 74. Approximately 63 percent of total crashes recorded for the 23 intersections along US 74 within the project study area involved rear-end collisions, indicating excessive traffic volumes and a substantial number of interruptions to traffic flow. A three-step screening process was used to develop and evaluate a range of alternatives and to determine the detailed study alternatives (DSAs). Preliminary corridor segments were developed, qualitatively assessed, and compared with respect to potential impacts. Segments with relatively high impacts were eliminated. Key issues identified during scoping include those related to noise, visual resources, air quality, and impacts to North Fork Crooked Creek. In addition to a No Build Alternative, 16 DSAs are analyzed in this supplemental EIS. Each DSA would have nine or ten interchanges and all would include an electronic toll system. DSA D, one of the shortest alternatives at 19.7 miles, is the recommended alternative and is comprised of DSA segments 2, 21, 30, 31, 36, 36A, and 40. Estimated cost of DSA D is $777.4 million. POSITIVE IMPACTS: The proposed action would improve mobility and capacity within the project area by providing a facility for the US 74 corridor serving high-speed travel. Access to a toll road would relieve the congestion on US 74 where average travel speeds currently range from 20 to 30 miles per hour during the peak hour and are expected to decline. NEGATIVE IMPACTS: The proposed action would have indirect, adverse effects on water quality from soil erosion and sedimentation. Construction along the selected DSA's right-of-way would result in loss of foraging and breeding habitat for various local wildlife species. The potential access improvements likely would increase residential suburbanization. All DSAs would require the relocation of residences and businesses, impacting nine neighborhoods. Implementation of DSA D would relocate 107 residences, 45 businesses, and three farms. The project could accelerate land use changes and change the character of neighborhoods. Natural resource impacts would include 499 acres of farmland, 450 acres of upland forest, 2.6 acres of ponds, 8.1 acres of wetlands, and 9,794 feet of perennial streams. JF - EPA number: 130344, Draft Supplemental EIS--187 pages, Appendices--921 pages, November 22, 2013 PY - 2013 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384024?accountid=14244 L2 - http://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=2013-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I-485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+2010%29.&rft.title=MONROE+CONNECTOR%2FBYPASS+FROM+US+74+NEAR+I-485+TO+US+74+BETWEEN+WINGATE+AND+MARSHVILLE%2C+MECKLENBERG+AND+UNION+COUNTIES%2C+NORTH+CAROLINA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2014-06-01 N1 - SuppNotes - Draft. Preparation date: November 22, 2013 N1 - Last updated - 2014-06-24 ER - TY - RPRT T1 - INTERSTATE 5 NORTH COAST CORRIDOR PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 16397045; 15944 AB - PURPOSE: Improvements to Interstate 5 (I-5) from La Jolla Village Drive in the City of San Diego to Harbor Boulevard in the City of Oceanside, California are proposed. Located in San Diego Countys north coastal area, the 27-mile I-5 North Coast Corridor connects the cities of Oceanside, Carlsbad, Encinitas, Solana Beach, Del Mar and San Diego. The corridor is one of the most traveled highways in the nation and there have been minimal improvements to the existing facility since the original construction during the 1960's and 1970's. The draft EIS of June, 2010 assessed four build alternatives that would include one or two high-occupancy vehicle (HOV) managed lanes in each direction, auxiliary lanes where needed, and possibly one general purpose lane in each direction. A locally preferred alternative (LPA) was identified in July, 2011. The LPA is the 8+4 Buffer Alternative, also known as the I-5 Express Lanes, and would consist of two HOV/managed lanes in each direction, separated by a buffer from the existing four general purpose lanes in each direction. The HOV/managed lanes would be available for carpools, vanpools, and buses at no cost, and to single-occupant vehicles for a fee when there is sufficient capacity. Six bridges over lagoons would be redesigned with a minimum width of 194 feet. This draft supplemental EIS summarizes project design features and discusses new information obtained from additional studies conducted at the lagoons and lagoon crossings in the North Coast Corridor. New bridges are now proposed at Agua Hedionda, San Elijo, Batiquitos, and Buena Vista lagoons, with longer bridges proposed at the latter three lagoons. In addition, a number of enhancements have been developed for the project including pedestrian, bicycle, park and ride, gateway, streetscape, and park enhancements. The North Coast Bikeway would complement the Coastal Rail Trail and the El Camino Bicycle Corridor, as well as the California Coastal Trail. The cost for the LPA is estimated at $3.3 billion in 2010 dollars. POSITIVE IMPACTS: Implementation would maintain or improve future traffic levels of service, provide a facility that is compatible with future bus rapid transit and other modal options, provide consistency with the regional transportation plan, and maintain I-5 as an effective link in the national strategic highway network. Longer bridge lengths would enhance lagoon function. NEGATIVE IMPACTS: Construction of the LPA would result in 249 acres of new impervious area and require mitigation for impacts to farmland and federal wetlands. A total of 17.6 acres of wetlands and 62.6 acres of sensitive upland habitat would be impacted. Changes to the existing visual environment along the project corridor would make it noticeably more urban. JF - EPA number: 130332, Final EIS--1941 pages, November 15, 2013 PY - 2013 KW - Roads and Railroads KW - Bridges KW - Coastal Zones KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Hydrology KW - Lagoons KW - Traffic Control KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16397045?accountid=14244 L2 - http://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=2013-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2014-06-01 N1 - SuppNotes - Final. Preparation date: November 15, 2013 N1 - Last updated - 2014-06-16 ER - TY - RPRT T1 - US 69/LOOP 49 NORTH LINDALE RELIEVER ROUTE, SMITH COUNTY, TEXAS. AN - 16374084; 15941 AB - PURPOSE: A proposal to construct a new location, full control of access reliever route around the city of Lindale in Smith County, Texas, referred to as U.S. Highway 69/Loop 49 North Lindale Reliever Route (Lindale Reliever Route). The proposed action is intended to provide relief to the existing US 69 through the city of Lindale and extend a proposed toll facility (Loop 49 West) from IH 20 southwest of Lindale to US 69 north of Lindale. This proposed facility would extend north from the completed Loop 49 West terminus at IH 20, bypassing Lindale and terminating at US 69 north of Lindale. As a result of a decade-long process involving engineering and environmental studies and continuous participation by stakeholders and the public, three reasonable alternatives from the 2007 Corridor Study Report, Alternative D, Alternative G, and the No Build Alternative were advanced and analyzed. Alternatives D and G have identical design and tolling criteria but traverse different routes and terminate at US 69 north of Lindale, approximately one-half mile apart. Alternatives D and G also have similar right-of-way widths. Alternative D is approximately 7.0 miles long, and would require approximately 423.15 acres of right-of-way. Construction of Alternative D would impact three county roads at the north project limit, requiring the realignment of CR 4148, the partial closure of CR 4116, and the extension of CR 4117 at US 69. Alternative G, the Technically Preferred Alternative, is approximately 7.4 miles long and would require approximately 427.5 acres of right-of-way. Construction of Alternative G would not require the realignment, closure, or extension of any county roads at the north project limit. POSITIVE IMPACTS: The proposed project would improve safety, increase regional mobility, and provide capacity to meet future traffic demands and volumes along the existing US 69 roadway. NEGATIVE IMPACTS: The proposed project would impact and potentially displace residential, commercial, and community facilities, although the majority of the land used for the project is undeveloped. Both of the proposed build alternatives would impact land utilized for cattle grazing. Because the proposed project consists of a new location roadway, changes to the aesthetic character of the area between Lindale and Hideaway are anticipated. Adverse impacts may occur in the form of residential relocations or other project-related effects related to air, noise, and water pollution or diminution of aesthetic vales. JF - EPA number: 130329, Draft EIS--1156 pages, November 15, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-08-01-D KW - Environmental Justice KW - Roads KW - Noise KW - Water Quality KW - Air Quality KW - Urban Structures KW - Land KW - Traffic Analyses KW - Traffic Control KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Grazing KW - Texas KW - Uniform Relocation and Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Executive Order 11988, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16374084?accountid=14244 L2 - http://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=2013-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+69%2FLOOP+49+NORTH+LINDALE+RELIEVER+ROUTE%2C+SMITH+COUNTY%2C+TEXAS.&rft.title=US+69%2FLOOP+49+NORTH+LINDALE+RELIEVER+ROUTE%2C+SMITH+COUNTY%2C+TEXAS.&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 - 2014-06-01 N1 - SuppNotes - Draft. Preparation date: November 15, 2013 N1 - Last updated - 2014-06-16 ER - TY - JOUR T1 - Analysis of the Effects of Communication and Surveillance Facility Service Outages on Traffic Separations AN - 1671573126; 20460479 AB - One of the key elements of the safety of any modern transportation mode is the reliability of the infrastructure in use. The infrastructure is subject to both technical faults and human error. In managing the projected increase in flights, the Next Generation Air Transportation System (NextGen) will increasingly rely on new automated tools and other technology, whose reliability will support safe operations. While conventional wisdom suggests that any technical malfunction or service outage would have some ATM safety implications, the exact nature of these implications is unclear. This study examines the direct impact of ATM infrastructure failures on aviation safety by analyzing the effect of communication and surveillance facility service outages on traffic separations in the relevant service volumes. JF - Transactions of the American Nuclear Society AU - Borener, Sherry AU - Guzhva, Vitaly S AD - Federal Aviation Administration, Accident Investigation and Prevention, Aviation Safety Analytical Services 800 Independence Ave., SW, Washington, DC 20591 sherry.borener@faa.gov Y1 - 2013/11/14/ PY - 2013 DA - 2013 Nov 14 SP - 1977 EP - 1979 PB - American Nuclear Society, Inc. VL - 109 SN - 0003-018X, 0003-018X KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); Electronics and Communications Abstracts (EA); CSA / ASCE Civil Engineering Abstracts (CE) KW - Infrastructure KW - Separation KW - Outages KW - Nuclear safety KW - Traffic flow KW - Traffic engineering KW - Surveillance KW - Nuclear engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671573126?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=Transactions+of+the+American+Nuclear+Society&rft.atitle=Analysis+of+the+Effects+of+Communication+and+Surveillance+Facility+Service+Outages+on+Traffic+Separations&rft.au=Borener%2C+Sherry%3BGuzhva%2C+Vitaly+S&rft.aulast=Borener&rft.aufirst=Sherry&rft.date=2013-11-14&rft.volume=109&rft.issue=&rft.spage=1977&rft.isbn=&rft.btitle=&rft.title=Transactions+of+the+American+Nuclear+Society&rft.issn=0003018X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-10-01 N1 - Last updated - 2015-04-09 ER - TY - JOUR T1 - New Genetic Technology May Help Pilots, Aviation Employees, and Color Vision Researchers AN - 1762360233; PQ0002463190 AB - Color vision research is not new for the Federal Aviation Administration (FAA); the Civil Aerospace Medical Institute has been conducting color vision research and publishing the results since 1967 (3). The FAA originally initiated color vision research because of the emerging use of color coding in the airport environment and the FAA has continued a line of color vision research because of the increasing use of color coding resulting from changing technology inside the cockpit, on air traffic control displays, and in the airport environment. Color can be used to convey meaning without supplemental signage such as the ubiquitous traffic signal that alerts drivers to proceed with caution via a yellow flashing light or to stop via a red flashing light. However, that meaning is only conveyed if the driver can distinguish between the yellow and the red colors. Approximately 8 to 10% of the male population (5) has a congenital color vision deficiency and, depending upon the type and severity of that deficiency, that task of interpreting the meaning of color coding may be difficult or impossible. Consequently, the FAA has long maintained a color vision standard for aero-medical screening to ensure that pilots and air traffic controllers can perform safety-related tasks without adverse consequences. JF - Aviation, Space, and Environmental Medicine AU - Milburn, Nelda J AU - Neitz, Jay AU - Chidester, Thomas AU - Lemelin, Matthew AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Oklahoma City, OK Y1 - 2013/11// PY - 2013 DA - November 2013 SP - 1218 EP - 1220 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 11 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Vision KW - Air traffic control KW - Pilots KW - Airports KW - Technology KW - Traffic KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1762360233?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=New+Genetic+Technology+May+Help+Pilots%2C+Aviation+Employees%2C+and+Color+Vision+Researchers&rft.au=Milburn%2C+Nelda+J%3BNeitz%2C+Jay%3BChidester%2C+Thomas%3BLemelin%2C+Matthew&rft.aulast=Milburn&rft.aufirst=Nelda&rft.date=2013-11-01&rft.volume=84&rft.issue=11&rft.spage=1218&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3860.2013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2016-02-01 N1 - Number of references - 6 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Air traffic control; Vision; Pilots; Airports; Traffic; Technology DO - http://dx.doi.org/10.3357/ASEM.3860.2013 ER - TY - RPRT T1 - NC-1409 (MILITARY CUTOFF ROAD) EXTENSION AND PROPOSED US 17 HAMPSTEAD BYPASS, NEW HANOVER AND PENDER COUTNIES, NORTH CAROLINA. AN - 16379546; 15929 AB - PURPOSE: This supplemental draft EIS documents changes to the proposed US 17 Hampstead Bypass project (Project R-3300) that have occurred since the release of the July 2011 Draft EIS. North Carolina Department of Transportation (NCDOT) proposes to construct an additional interchange at the northern end of the US 17 Hampstead Bypass to address citizens concerns regarding access along existing US 17. For project U-4751, the NCDOT proposed to extend Military Cutoff Road as a six-lane divided roadway on new location from its current terminus at US 17 (Market Street) in Wilmington north to an interchange with the US 17 Wilmington Bypass (John Jay Burney Jr. Freeway). Limited and full control of access is proposed. For project R-3300 NCDOT proposed to construct the US 17 Hampstead Bypass as a freeway mostly on new location. The US 17 Hampstead Bypass will connect to the proposed Military Cutoff Road Extension at the existing US 17 Wilmington Bypass and extend to existing US 17 north of Hampstead. Full control of access is proposed for the US 17 Hampstead Bypass. The current cost estimate for U-4751 is $113.1 million, and the estimate for R-3300 is $242.7 million. POSITIVE IMPACTS: The project will improve traffic flow and level of service on US 17 and Market Street in the study area. The project will also enhance safety along US 17 and Market Street by separating through traffic from the local traffic. NEGATIVE IMPACTS: Construction would impact 16.6 to 18.0 miles of streams, 218.4 to 384.4 acres of wetlands, 406 to 518 acres of forest, and 49.9 to 67.5 acres of important farmlands. Implementation would likely adversely affect federally protected species including red-cockaded woodpecker, Cooleys meadowrue, golden sedge, and rough-leaved loosestrife. New right-of-way would displace 59 to 95 residences, 84 or 106 businesses, and one or four historic properties. Noise receptor impacts would range from 236 to 310. The Military Cutoff Road Extension could impact five properties that either have or formerly had underground storage tanks. JF - EPA number: 130317, Draft Supplemental EIS--126 pages, November 1, 2013 PY - 2013 KW - Roads and Railroads KW - Birds KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Wetlands KW - North Carolina 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/16379546?accountid=14244 L2 - http://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=2013-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC-1409+%28MILITARY+CUTOFF+ROAD%29+EXTENSION+AND+PROPOSED+US+17+HAMPSTEAD+BYPASS%2C+NEW+HANOVER+AND+PENDER+COUTNIES%2C+NORTH+CAROLINA.&rft.title=NC-1409+%28MILITARY+CUTOFF+ROAD%29+EXTENSION+AND+PROPOSED+US+17+HAMPSTEAD+BYPASS%2C+NEW+HANOVER+AND+PENDER+COUTNIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Wilmington, North Carolina; ARMY N1 - Date revised - 2014-05-01 N1 - SuppNotes - Draft. Preparation date: November 1, 2013 N1 - Last updated - 2014-05-28 ER - TY - CPAPER T1 - Validation of New Applications for Interferometric Synthetic Aperture Radar [Insar] Data: Geohazards and Infrastructure Distress T2 - 2013 Annual Meeting & Exposition of the Geological Society of America AN - 1490519753; 6248248 JF - 2013 Annual Meeting & Exposition of the Geological Society of America AU - Bruckno, Brian AU - Hoppe, Edward AU - Vaccari, Andrea AU - Campbell, Elizabeth Y1 - 2013/10/27/ PY - 2013 DA - 2013 Oct 27 KW - Infrastructure UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1490519753?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=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.atitle=Validation+of+New+Applications+for+Interferometric+Synthetic+Aperture+Radar+%5BInsar%5D+Data%3A+Geohazards+and+Infrastructure+Distress&rft.au=Bruckno%2C+Brian%3BHoppe%2C+Edward%3BVaccari%2C+Andrea%3BCampbell%2C+Elizabeth&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2013-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-30 N1 - Last updated - 2014-02-10 ER - TY - CPAPER T1 - The Georgia Geology and Aggregate Materials Explorer (GAME): Launching a Geoinformation Portal for Government, Industry, and Education T2 - 2013 Annual Meeting & Exposition of the Geological Society of America AN - 1490518148; 6247853 JF - 2013 Annual Meeting & Exposition of the Geological Society of America AU - Harris, R AU - German, Jerry AU - Surange, Ganesh AU - Johnson, Jeffery Y1 - 2013/10/27/ PY - 2013 DA - 2013 Oct 27 KW - USA, Georgia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1490518148?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=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.atitle=The+Georgia+Geology+and+Aggregate+Materials+Explorer+%28GAME%29%3A+Launching+a+Geoinformation+Portal+for+Government%2C+Industry%2C+and+Education&rft.au=Harris%2C+R%3BGerman%2C+Jerry%3BSurange%2C+Ganesh%3BJohnson%2C+Jeffery&rft.aulast=Harris&rft.aufirst=R&rft.date=2013-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-30 N1 - Last updated - 2014-02-10 ER - TY - CPAPER T1 - The Role of Impact Melting in the Evolution of Lunar Water T2 - 2013 Annual Meeting & Exposition of the Geological Society of America AN - 1490505145; 6246264 JF - 2013 Annual Meeting & Exposition of the Geological Society of America AU - Harris, R AU - Schultz, Peter Y1 - 2013/10/27/ PY - 2013 DA - 2013 Oct 27 KW - Melting UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1490505145?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=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.atitle=The+Role+of+Impact+Melting+in+the+Evolution+of+Lunar+Water&rft.au=Harris%2C+R%3BSchultz%2C+Peter&rft.aulast=Harris&rft.aufirst=R&rft.date=2013-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2013+Annual+Meeting+%26+Exposition+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-30 N1 - Last updated - 2014-02-10 ER - TY - RPRT T1 - HONOLULU RAIL TRANSIT PROJECT (FORMERLY THE HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT), CITY AND COUNTY OF HONOLULU, OAHU, HAWAII (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2010). AN - 16391072; 15904 AB - PURPOSE: Construction of the Honolulu Rail Transit Project, a 20-mile elevated fixed guideway transit system extending from East Kapolei to Ala Moana Center, on the Island of Oahu, Hawaii is proposed. A final EIS was issued in June 2010 and a subsequent Record of Decision documented the selection of the Airport Alternative. The U.S. District Court for the District of Hawaii issued a summary judgment order dated November 1, 2012 requiring supplementation of the final EIS with regard to the analysis of whether the Beretania Street Tunnel Alternative was feasible and prudent. This final supplemental EIS includes a re-evaluation of the Beretania Street Tunnel Alternative and reconsiders the no use determination for the Mother Waldron Neighborhood Park and Playground. Mother Waldron Neighborhood Park is a 3.4-acre urban park and Mother Waldron Playground is the 1.5-acre remnant of a 1.8-acre historic playground site built by the Works Progress Administration in 1937. The re-evaluation concludes that the Beretania Street Tunnel Alternative would be imprudent due to the use of other Section 4(f) properties, settlement risks from tunnel construction, and environmental effects related to visual resources, historic architecture, and traffic and business disruption. The overall extraordinary increase in the cost of the alternative would be the overwhelming factor making the alternative imprudent. The project will not substantially impair the significant historic or recreational activities, features, and attributes of Mother Waldron Neighborhood Park and Playground. POSITIVE IMPACTS: Implementation would improve mobility for travelers who face increasingly severe traffic congestion, improve transportation system reliability, provide accessibility to new development in the Ewa-Kapolei-Makakilo area and improve transportation equity for all travelers. NEGATIVE IMPACTS: The project would use land from historic properties, but it would not alter or physically affect any historic buildings. JF - EPA number: 130303, Final Supplemental EIS--150 pages, Appendices--643 pages, October 25, 2013 PY - 2013 KW - Roads and Railroads KW - Historic Sites KW - Parks KW - Rapid Transit Systems KW - Recreation Facilities KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Hawaii KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16391072?accountid=14244 L2 - http://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=2013-10-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOLULU+RAIL+TRANSIT+PROJECT+%28FORMERLY+THE+HONOLULU+HIGH-CAPACITY+TRANSIT+CORRIDOR+PROJECT%29%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+OAHU%2C+HAWAII+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.title=HONOLULU+RAIL+TRANSIT+PROJECT+%28FORMERLY+THE+HONOLULU+HIGH-CAPACITY+TRANSIT+CORRIDOR+PROJECT%29%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+OAHU%2C+HAWAII+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2014-05-01 N1 - SuppNotes - Final. Preparation date: October 25, 2013 N1 - Last updated - 2014-05-15 ER - TY - RPRT T1 - F-35A OPERATIONAL BASING, FLORIDA, IDAHO, SOUTH CAROLINA, UTAH AND VERMONT. AN - 16394494; 15896 AB - PURPOSE: The Air Force proposed to beddown new F-35A aircraft at one or more locations throughout the contiguous US from 2015 through 2020. Alternative locations for consist of Burlington Air Guard Station (AGS), Vermont; Hill Air Force Base (AFB), Utah; Jacksonville AGS, Florida; McEntire Joint National Guard Base (JNGB), South Carolina; Mountain Home AFB, Idaho; and Shaw AFB, South Carolina. The proposal includes three beddown scenarios at the Air National Guard/Air Force Reserve locations, with 18 or 24 F-35A aircraft replacing the existing complement of aging fighter attack aircraft. In July 2010, the Air Force identified Burlington AGS and Hill AFB as the preferred alternative locations for this initial operational beddown action. There are seven elements of the proposed action common to all beddown alternatives: four occurring at the base and three occurring in training airspace. For the bases, the four common action elements include beddown of F-35As and replacement of existing F-16 and F-15 aircraft (except at Mountain Home AFB0, F-35A airfield operations, construction, and personnel changes. In the bases associated training airspace, the common action elements would be airspace use and employment of defensive countermeasures. Also, under airspace with approved ranges, the F-35A would accomplish ordnance delivery training. At the preferred alternative locations, the Air Force would replace existing F-16 aircraft (48 at Hill AFB; 18 at Burlington AGS) with 24, 48, or 72 F-35As at Hill AFB and 18 or 24 F-35As at Burlington AGS. It would also implement construction and/or modification to facilities and changes to personnel as well as operations at the airfields and in training airspace. POSITIVE IMPACTS: Beddown and operation of the F-35A at one or more of the alternative locations would represent a major step forward toward the goal of efficiently and effectively maintaining combat capability and mission readiness as the Air Force faces deployments across a spectrum of conflicts while also providing for homeland defense. NEGATIVE IMPACTS: All six alternative locations would experience change in subsonic and supersonic noise levels under the different scenarios, but no substantial adverse impacts to land uses, populations, or natural resources would result. Burlington AGS basing would increase the amount of residential land exposed to 65 to 85 decibels by 193 to 296 acres. Hill AFB basing would increase the amount of residential land exposed to 68 to 85 decibels by 360 acres under scenario 3 (72 F-35As). JF - EPA number: 130295, Final EIS--927 pages, Appendices--1,492 pages, October 4, 2013 PY - 2013 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Burlington Air Guard Station Vermont KW - Florida KW - Hill Air Force Base Utah KW - Idaho KW - Jacksonville Air Guard Station Florida KW - McEntire Joint National Guard Base South Carolina KW - Mountain Home Air Force Base Idaho KW - Shaw Air Force Base South Carolina KW - South Carolina KW - Utah KW - Vermont UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16394494?accountid=14244 L2 - http://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=2013-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+OPERATIONAL+BASING%2C+FLORIDA%2C+IDAHO%2C+SOUTH+CAROLINA%2C+UTAH+AND+VERMONT.&rft.title=F-35A+OPERATIONAL+BASING%2C+FLORIDA%2C+IDAHO%2C+SOUTH+CAROLINA%2C+UTAH+AND+VERMONT.&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 - 2014-04-01 N1 - SuppNotes - Final. Preparation date: October 4, 2013 N1 - Last updated - 2014-04-17 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 1516708574; 15895 AB - PURPOSE: A proposed enhancement of public transit connections (collectively known as the South Coast Rail Project), which would improve transportation between the Massachusetts communities of Bedford/Fall River and Boston and between South Coast cities, is discussed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system linking Southeastern Massachusetts to Boston and the rest of the region have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Project regional growth and the trends of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. In the Draft Environmental Impact Statement (EIS), a total of 12 alternatives were discussed. In the Final EIS, the following alternatives were evaluated: (1) the No-Build (Enhanced Bus) Alternative; (2) the Stoughton Alternative (electric and diesel variants); and (3) the Whittenton Alternative (electric and diesel variants). Under the No-Build Alternative, no new rail or bus service would be provided to Southeastern Massachusetts; however, existing routes would be enhanced. The No-Build Alternative would improve transit service to Boston from New Bedford, Fall River, and Taunton by adding more buses with smaller capital investments than are proposed in the Build Alternatives. The Stoughton Electric Alternative would provide commuter rail service to South Station using the NEC, Stoughton Line, New Bedford Main Line, and Fall River Secondary. This alternative would include ten new commuter rail stations, major reconstruction of two existing commuter rail stations, and two overnight layover facilities, one in New Bedford and one in Fall River. To support electric locomotives, a traction power system would be built and would include two main substations, two switching stations, and six paralleling stations. The Stoughton Diesel Alternative would be identical to the Stoughton Electric Alternative with the exception of the electrical facilities. The Whittenton Alternative would provide commuter rail service to South Station through Stoughton connecting to the existing Stoughton Line using the Whittenton Branch and a short segment of the Attleboro Secondary through the City of Taunton. The New Bedford route would be 56.6 miles long and the Fall River route would be 54.3 miles long. Infrastructure improvements for the Whittenton Alternative also include construction, reconstructing, or widening 38 bridges and constructing or reconstructing 53 railroad at-grade crossings. This alternative would include ten new commuter rail stations, major reconstruction of two existing commuter rail stations, expansion of South Station, and two overnight layover facilities. POSITIVE IMPACTS: The proposed project would provide opportunity to generate new economic development, including that resulting from improved access from New Bedford and Fall River to labor markets in Boston and reverse commute access from areas such as Taunton to New Bedford and Fall River, while shaping this growth so that the project help preserve environmental resources. NEGATIVE IMPACTS: The South Coast Rail project would result in direct and indirect GHG emissions. Although all project alternatives (including the electric- or diesel-powered train options) would result in direct GHG emissions, but modeled emissions are less than would occur under the No-Builder Alternative. Several state-listed species could potentially experience cumulative adverse effects from the loss of habitat quality associated with habitat fragmentation from land development or climate change. JF - EPA number: 130294, Final EIS, October 4, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1516708574?accountid=14244 L2 - http://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=2013-10-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2014-04-01 N1 - SuppNotes - Final. Preparation date: October 4, 2013 N1 - Last updated - 2014-04-17 ER - TY - JOUR T1 - Evaluation of motorcycle safety strategies using the severity of injuries AN - 1660411515; PQ0001010983 AB - The growth of motorcycle fatalities in California has been especially prominent, specifically with regard to the 24 and under age group and those aged 45-54. This research quantitatively examined factors associated with motorcyclist fatalities and assessed strategies that could improve motorcyclist safety, specifically focusing on the two age groups mentioned above. Severity of injury was estimated separately for both age groups with multinomial logit models and pseudo-elasticity using motorcycle-related collision data that was collected between 2005 and 2009. The results were compared with motorcyclists aged 35-44, a group that shows a consistent trend of fatalities. This research found that lack or improper use of helmets, victim ejection, alcohol/drug effects, collisions (head-on, broadside, hit-object), and truck involvement were more likely to result in fatal injuries regardless of age group. Weekend and non-peak hour activity was found to have a strong effect in both the younger and older age groups. Two factors, movement of running off the road preceding a collision and multi-vehicle involvement, were found to be statistically significant factors in increasing older motorcyclist fatalities. Use of street lights in the dark was found to decrease the probability of severe injury for older motorcyclists. Driver type of victim, at-fault driver, local road, and speed violation were significant factors in increasing the fatalities of younger motorcyclists. Road conditions and collision location factors were not found to be statistically significant to motorcyclist fatalities. Based on the statistically significant factors identified in this research, the following safety strategies appear to be effective methods of reducing motorcyclist fatalities: public education of alcohol use, promoting helmet use, enforcing heavy vehicle and speed violations, improving roadway facilities, clearer roadway guidance and street lighting systems, and motorcyclist training. JF - Accident Analysis & Prevention AU - Jung, Soyoung AU - Xiao, Qin AU - Yoon, Yoonjin AD - Hanyang University Erica Campus, Department of Transportation and Logistics Engineering, 55 Hanyangdaehak-ro, Sangnok-gu, Ansan 426-791, Republic of Korea Y1 - 2013/10// PY - 2013 DA - Oct 2013 SP - 357 EP - 364 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 59 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Motorcyclist fatalities KW - Multinomial logit model KW - Pseudo-elasticity KW - Age KW - Safety strategies KW - Alcohol KW - Mortality KW - Injuries KW - Helmets KW - Safety KW - Lighting KW - Accidents KW - Prevention KW - Education KW - Age groups KW - Trucks KW - USA, California KW - Motorcycles KW - Highways KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1660411515?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=Evaluation+of+motorcycle+safety+strategies+using+the+severity+of+injuries&rft.au=Jung%2C+Soyoung%3BXiao%2C+Qin%3BYoon%2C+Yoonjin&rft.aulast=Jung&rft.aufirst=Soyoung&rft.date=2013-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-03-01 N1 - Last updated - 2015-04-16 N1 - SubjectsTermNotLitGenreText - Mortality; Alcohol; Age; Injuries; Helmets; Safety; Lighting; Education; Prevention; Accidents; Trucks; Age groups; Motorcycles; Highways; USA, California DO - http://dx.doi.org/10.1016/j.aap.2013.06.030 ER - TY - JOUR T1 - Recycling Materials and Techniques to Improve Sustainability: Delaware Department of Transportation's Model AN - 1524424549; 19721329 AB - From project development through delivery, the Delaware Department of Transportation (DOT) works to maintain and develop an infrastructure that is a sustainable asset for current and future use. One of the goals advanced in Delaware DOT's Mission Statement of Excellence in Transportation is to "minimize the environmental impact of the state's transportation system." The agency is committed to protecting the environment and to planning, constructing, and maintaining a transportation network with increased sustainability. JF - TR News AU - Pappas, Jim AD - Delaware Department of Transportation, Dover Y1 - 2013/10// PY - 2013 DA - Oct 2013 SP - 30 EP - 31 PB - Transportation Research Board IS - 288 SN - 0738-6826, 0738-6826 KW - Sustainability Science Abstracts KW - Infrastructure KW - Transportation KW - Environmental impact KW - Sustainable development KW - Recycling KW - Sustainability KW - Environmental protection KW - USA, Delaware KW - Waste management KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1524424549?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=TR+News&rft.atitle=Recycling+Materials+and+Techniques+to+Improve+Sustainability%3A+Delaware+Department+of+Transportation%27s+Model&rft.au=Pappas%2C+Jim&rft.aulast=Pappas&rft.aufirst=Jim&rft.date=2013-10-01&rft.volume=&rft.issue=288&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Infrastructure; Transportation; Environmental impact; Sustainable development; Recycling; Environmental protection; Sustainability; Waste management; USA, Delaware ER - TY - JOUR T1 - Sinkhole detection using 2D full seismic waveform tomography AN - 1477832492; 2014-004347 AB - We have developed an application of 2D time-domain waveform tomography for detection of embedded sinkholes and anomalies. The measured seismic surface wavefields were inverted using a full-waveform inversion (FWI) technique, based on a finite-difference solution of 2D elastic wave equations and the Gauss-Newton inversion method. The key advantage of this approach is the ability to generate all possible wave propagation modes of seismic wavefields (body waves and Rayleigh waves) that are then compared with measured data to infer complex subsurface properties.The pressure-wave (P-wave) and shear-wave (S-wave) velocities are inverted independently and simultaneously. The FWI was applied to one synthetic and two real experimental data sets. The inversion results of synthetic data showed the useful capability of the waveform analysis in identifying an embedded void. The inversion results of real data sets showed that the waveform analysis was able to delineate (1) an embedded concrete culvert and (2) a complex profile with an embedded void and highly variable bedrock laterally and vertically. An independent invasive test (standard penetration test) was also conducted to verify the seismic test results. JF - Geophysics AU - Tran, Khiem T AU - McVay, Michael AU - Faraone, Michael AU - Horhota, David Y1 - 2013/10// PY - 2013 DA - October 2013 SP - R175 EP - R183 PB - Society of Exploration Geophysicists, Tulsa, OK VL - 78 IS - 5 SN - 0016-8033, 0016-8033 KW - tomography KW - P-waves KW - Poisson's ratio KW - finite difference analysis KW - elastic waves KW - waveforms KW - elastic constants KW - surface waves KW - velocity KW - time domain analysis KW - propagation KW - body waves KW - guided waves KW - geophysical methods KW - inverse problem KW - culverts KW - wave fields KW - Rayleigh waves KW - seismic methods KW - detection KW - sinkholes KW - seismic waves KW - solution features KW - S-waves KW - 23:Geomorphology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1477832492?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=Geophysics&rft.atitle=Sinkhole+detection+using+2D+full+seismic+waveform+tomography&rft.au=Tran%2C+Khiem+T%3BMcVay%2C+Michael%3BFaraone%2C+Michael%3BHorhota%2C+David&rft.aulast=Tran&rft.aufirst=Khiem&rft.date=2013-10-01&rft.volume=78&rft.issue=5&rft.spage=R175&rft.isbn=&rft.btitle=&rft.title=Geophysics&rft.issn=00168033&rft_id=info:doi/10.1190%2Fgeo2013-0063.1 L2 - http://library.seg.org/journal/gpysa7 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data from GeoScienceWorld, Alexandria, VA, United States | Reference includes data supplied by Society of Exploration Geophysicists, Tulsa, OK, United States N1 - Date revised - 2014-01-01 N1 - Number of references - 39 N1 - PubXState - OK N1 - Document feature - illus. N1 - Last updated - 2014-01-16 N1 - CODEN - GPYSA7 N1 - SubjectsTermNotLitGenreText - body waves; culverts; detection; elastic constants; elastic waves; finite difference analysis; geophysical methods; guided waves; inverse problem; P-waves; Poisson's ratio; propagation; Rayleigh waves; S-waves; seismic methods; seismic waves; sinkholes; solution features; surface waves; time domain analysis; tomography; velocity; wave fields; waveforms DO - http://dx.doi.org/10.1190/geo2013-0063.1 ER - TY - JOUR T1 - The Grapevine Hill Fault; a new local fault discovered during preliminary geotechnical exploration for route construction, US 50, Osage Co., Missouri AN - 1464888800; 2013-095716 JF - The Professional Geologist AU - Davis, George H Y1 - 2013/10// PY - 2013 DA - October 2013 SP - 47 EP - 51 PB - American Institute of Professional Geologists, Arvada, CO VL - 50 IS - 5 SN - 0279-0521, 0279-0521 KW - United States KW - tomography KW - bedrock KW - Grapevine Hill Fault KW - geophysical surveys KW - engineering properties KW - Missouri KW - geophysical methods KW - resistivity KW - seismic methods KW - surveys KW - Osage County Missouri KW - roads KW - faults KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1464888800?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=The+Professional+Geologist&rft.atitle=The+Grapevine+Hill+Fault%3B+a+new+local+fault+discovered+during+preliminary+geotechnical+exploration+for+route+construction%2C+US+50%2C+Osage+Co.%2C+Missouri&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2013-10-01&rft.volume=50&rft.issue=5&rft.spage=47&rft.isbn=&rft.btitle=&rft.title=The+Professional+Geologist&rft.issn=02790521&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - Number of references - 3 N1 - PubXState - CO N1 - Document feature - illus. incl. sects., geol. sketch map N1 - Last updated - 2013-12-05 N1 - CODEN - PFGLBS N1 - SubjectsTermNotLitGenreText - bedrock; engineering properties; faults; geophysical methods; geophysical surveys; Grapevine Hill Fault; Missouri; Osage County Missouri; resistivity; roads; seismic methods; surveys; tomography; United States ER - TY - JOUR T1 - Mosquitofish dominate amphibian and invertebrate community development in experimental wetlands AN - 1458541615; 18738317 AB - Restored and constructed habitats can play important conservation roles. Predators help shape communities in these habitats through complex interactions with prey, other predators and biotic and abiotic characteristics of the environment. However, introduced predators can have dramatic effects that may be difficult to predict.Using regression models, we compared influences of introduced invasive western mosquitofish Gambusia affinis to those of two naturally colonizing predators (crayfish and dragonflies), and vegetation, on three anuran species in experimentally constructed wetlands. Using analyses of covariance, we also examined influences of mosquitofish and vegetation on aquatic invertebrate communities.We found that mosquitofish reduced abundances of grey treefrogs Hyla versicolor and H. chrysoscelis and boreal chorus frog Pseudacris maculata, but had no significant influence on green frog Lithobates clamitans. Mosquitofish also reduced invertebrate abundance, but their effect on richness was less clear. Vegetation cover did not significantly increase most anuran or invertebrate abundances. However, vegetation increased invertebrate richness. After fish removal, invertebrate abundance increased. Fish removal may have facilitated chorus frog re-colonization into wetlands with low abundance of invertebrate predators.Our results indicate that mosquitofish are detrimental to wetland communities, and we recommend that managers avoid stocking mosquitofish. We also encourage temporary or drainable wetlands to prevent mosquitofish persistence if colonization occurs. Implementing these recommendations will improve the conservation potential of restored wetlands. JF - Journal of Applied Ecology AU - Shulse, Christopher D AU - Semlitsch, Raymond D AU - Trauth, Kathleen M AD - Missouri Department of Transportation Y1 - 2013/10// PY - 2013 DA - Oct 2013 SP - 1244 EP - 1256 PB - Wiley-Blackwell, 111 River Street Hoboken NJ 07030-5774 United States VL - 50 IS - 5 SN - 0021-8901, 0021-8901 KW - ASFA 3: Aquatic Pollution & Environmental Quality; Ecology Abstracts; ASFA 1: Biological Sciences & Living Resources; Sustainability Science Abstracts KW - Aquatic organisms KW - Amphibiotic species KW - Artificial wetlands KW - Abundance KW - Cambaridae KW - Anthropogenic factors KW - Gambusia affinis KW - Man-induced effects KW - Predators KW - Invertebrates KW - Freshwater KW - Freshwater fish KW - Models KW - Hyla versicolor KW - Vegetation cover KW - Colonization KW - Frogs KW - Pseudacris maculata KW - Freshwater crustaceans KW - Regression analysis KW - Invertebrata KW - Wetlands KW - Prey KW - Odonata KW - Amphibians KW - Anura KW - Vegetation KW - Culicidae KW - Habitat KW - Community development KW - Stocking KW - Conservation KW - Fish KW - Dispersion KW - Q1 08463:Habitat community studies KW - M3 1010:Issues in Sustainable Development KW - Q5 08524:Public health, medicines, dangerous organisms KW - D 04060:Management and Conservation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1458541615?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%3Aasfaaquaticpollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Applied+Ecology&rft.atitle=Mosquitofish+dominate+amphibian+and+invertebrate+community+development+in+experimental+wetlands&rft.au=Shulse%2C+Christopher+D%3BSemlitsch%2C+Raymond+D%3BTrauth%2C+Kathleen+M&rft.aulast=Shulse&rft.aufirst=Christopher&rft.date=2013-10-01&rft.volume=50&rft.issue=5&rft.spage=1244&rft.isbn=&rft.btitle=&rft.title=Journal+of+Applied+Ecology&rft.issn=00218901&rft_id=info:doi/10.1111%2F1365-2664.12126 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-01 N1 - Last updated - 2015-09-17 N1 - SubjectsTermNotLitGenreText - Colonization; Vegetation cover; Amphibiotic species; Freshwater crustaceans; Anthropogenic factors; Man-induced effects; Wetlands; Freshwater fish; Dispersion; Stocking; Abundance; Regression analysis; Conservation; Vegetation; Predators; Habitat; Prey; Community development; Models; Aquatic organisms; Artificial wetlands; Amphibians; Invertebrates; Frogs; Fish; Hyla versicolor; Pseudacris maculata; Odonata; Cambaridae; Anura; Invertebrata; Gambusia affinis; Culicidae; Freshwater DO - http://dx.doi.org/10.1111/1365-2664.12126 ER - TY - RPRT T1 - U.S. 301 (STATE ROAD 200) FROM COUNTY ROAD 227 TO COUNTY ROAD 233, BRADFORD COUNTY, FLORIDA. AN - 1511384322; 15887 AB - PURPOSE: A proposal project aimed at relieving congestion on the State Road (SR) 200/United States (US) 301 corridor within the City of Starke and providing additional capacity for future growth is discussed. The alternatives studied for this project include the No Build Alternative and two Build Alternatives, the Urban Alternative and the Rural Alternative. The Urban Alternative involves widening the existing facility to six-lanes from just north of CR 227 to the north city limits of Starke, with additional median improvements from the north city limits to CR 233. This alternative is 7.2 miles in length. Where US 301 is widened, the typical section would provide a six-lane divided urban arterial with a restricted median, turn bays, bike lanes, sidewalks, and grassed utility areas. Auxiliary lanes would also be provided within the urban area between the SR 100 and SR 16 intersections. This alternative also includes an alignment shift to allow for construction of a railroad overpass. The Rural Alternative would provide a limited access bypass facility on new alignment to the west of the City of Starke urban area. This alternative is 7.3 miles in length. The typical section would be that of a four-lane divided limited access rural arterial with paved shoulders and swale drainage. The Rural Alternative would connect with the existing US 301 south of Starke just north of the Prevatt Creek bridge and at CR 233 north of Starke. This alternative includes a railroad overpass and interchanges at SR 100 and SR 16. Bridges would also be constructed over Alligator Creek, CR 100A, and CR 229. The Rural Alternative is the locally preferred alternative. POSITIVE IMPACTS: The proposed project would: (1) relieve congestion on the SR 200/US 301 corridor within the City of Starke, made worse by heavy truck traffic volumes, and (2) provide additional capacity for future traffic growth as defined by the transportation study area. The project would also improve the US 301 corridor to Florida Strategic Intermodal System (SIS) design standards and safety on the route. NEGATIVE IMPACTS: The indirect effects associated with the Starke Corridor Project are primarily related to land development activity that may occur outside the project right-of-way as a result of the project, and the difference in the pattern of this development activity for the recommended Rural Alternative compared to the No Build or the Urban Alternative. Anticipated impacts to water quality could include the increase in pollutant loading into the existing receiving waters associated with the increased runoff from the additional impervious surfaces that transport pollutants generated by vehicles using the roadway and increased sedimentation transport to water bodies during construction in the RSA. The direct and indirect impacts would result in the loss of vegetation cover types and wildlife habitat in the RSA. JF - EPA number: 130286, Final EIS--631 pages, September 27, 2013 PY - 2013 KW - Water KW - Agency number: FHWA-FL-EIS-13-01-F KW - Cemeteries KW - Central Business Districts KW - Creeks KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Roads KW - Transportation KW - Wetlands KW - Relocations-Property Acquisitions KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Polices Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1511384322?accountid=14244 L2 - http://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=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2014-03-01 N1 - SuppNotes - Final. Preparation date: September 27, 2013 N1 - Last updated - 2014-03-31 ER - TY - RPRT T1 - ST. JOHNS RIVER CROSSING, CLAY AND ST. JOHNS COUNTIES, FLORIDA. AN - 1511384321; 15886 AB - PURPOSE: A limited access roadway connecting the proposed SR 21/SR 23 Interchange in Clay County, Florida, eastward across the St. Johns River to Interstate-95 in St. Johns County. The Florida Department of Transportation (FDOT) evaluated the performance of 12 conceptual corridor alternatives (referred to as A through L), plus a No Build Alternative. Nine of the alternatives were freeway-type facilities connecting Branan Field-Chaffee Road (State Road (SR) 23) to I-95. The remaining three alternatives (E, H, and L) were arterial-type facilities, which simply provided another bridge over the St. Johns River by connecting US 17 in Clay County to SR 13 in St. Johns County. All of the Build Alternatives provide additional capacity and improve transportation network deficiencies over the No Build Alternative. The Preferred Alternative (Pink 1) adds 44 new lane miles west of the St. Johns River in Clay County and 21 new lane miles east of the river in St. Johns County. While the Preferred Alternative does not reduce travel time as much as other alternatives, the Pink 1 and 2 and Green 1 and 2 Alternatives would have the fewest number of segments operating below LOS C in the design year. Additionally, these alternatives require the least amount of mitigation along I-95 to achieve the same or better LOS compared to the No-Build. I-95 ramp mitigation analysis shows that all of the Build Alternatives except for the Pink 1 and 2 and Green 1 and 2 Alternatives require some freeway ramp mitigation. All of the Build Alternatives provide some benefit to emergency evacuation by increasing the amount of roadway west of the St. Johns River. POSITIVE IMPACTS: The proposed project would: (1) provide additional capacity to improve current and future transportation network deficiencies; (2) promote and support employment and economic development; and (3) improve emergency evacuation. NEGATIVE IMPACTS: Indirect effects of the project may include induced changes to land use resulting in resource impacts. Other indirect effects include the potential alteration of or encroachment on the affect environment. Examples of this include fragmentation of a habitat or functional effects to water resource. Anticipated private development and associated infrastructure will require right-of-way acquisition and land to be purchased that could involve relocation of residents and businesses. Anticipated effects to water quality could include the increase in pollutant loading into existing surface waters associated with increased impervious cover. The direct and indirect project impacts, when added to the past, present, and reasonably foreseeable future action, will result in the loss of vegetation cover types and wildlife habitat to residential, commercial, and public infrastructure development, and potential fragmentation of habitat. JF - EPA number: 130285, Final EIS--383 pages, September 27, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-09-02-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Highways KW - Hurricanes KW - Navigation KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Saint Johns River KW - Federal Water Pollution Control Act of 1972, NPDES Permits 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/1511384321?accountid=14244 L2 - http://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=2013-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.title=ST.+JOHNS+RIVER+CROSSING%2C+CLAY+AND+ST.+JOHNS+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2014-03-01 N1 - SuppNotes - Final. Preparation date: September 27, 2013 N1 - Last updated - 2014-03-31 ER - TY - JOUR T1 - Solution Structure for an Analytic Model of Bus Service Zones AN - 1855083109; PQ0003946959 AB - After analysis of the traffic model of bus service zones, published by Chang and Schonfeld (Journal of Transportation Engineering 119, 567-584), a unique positive solution of their first derivative system has been found under the upper bound of expressed distance. This paper seeks to improve upon the formulated solution by adding a criterion, and discern the number of solutions of the first partial derivative system. The additional criterion will imply that only one real solution can be derived from the equation, which will be supported by the numerical examples used in Chang and Schonfeld. For those who are not familiar with the algebraic approach, an iterative method used to locate the optimal solution is also provided. These findings will aid future development of analytical traffic models. JF - Journal of Transportation Engineering AU - Yang, Gino K AU - Lin, Jennifer AU - Julian, Peterson AD - Department of Transportation Logistics & Marketing Management, Toko University Y1 - 2013/09/13/ PY - 2013 DA - 2013 Sep 13 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States SN - 0733-947X, 0733-947X KW - Environment Abstracts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855083109?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+Transportation+Engineering&rft.atitle=Solution+Structure+for+an+Analytic+Model+of+Bus+Service+Zones&rft.au=Yang%2C+Gino+K%3BLin%2C+Jennifer%3BJulian%2C+Peterson&rft.aulast=Yang&rft.aufirst=Gino&rft.date=2013-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transportation+Engineering&rft.issn=0733947X&rft_id=info:doi/10.1061%2F%28ASCE%29TE.1943-5436.0000633 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 DO - http://dx.doi.org/10.1061/(ASCE)TE.1943-5436.0000633 ER - TY - RPRT T1 - I-25 IMPROVEMENTS THROUGH PUEBLO, PUEBLO COUNTY, COLORADO. AN - 1496912081; 15865 AB - PURPOSE: Improvements to the seven-mile segment of Interstate 25 (I-25) that passes through Pueblo, Colorado, from just south of US Highway 50 (US 50)/State Highway (SH) 47 to just south of Pueblo Boulevard, are proposed. The corridor, known as the Pueblo Freeway, was originally completed in 1959 and changes are required to address current and future transportation needs. I-25 serves as a critical north-south link in the nations Interstate Highway System and as a strategic international corridor under the North American Free Trade Act. Two build alternatives and a No Build Alternative are considered in this final EIS. The Existing I-25 Alternative would widen I-25 to six lanes (three in each direction) from just north of 29th Street to Pueblo Boulevard and maintain four lanes (two in each direction) from Indiana Avenue to Pueblo Boulevard on its current alignment. Interchanges at US 50B, Indiana Avenue, and Pueblo Boulevard would be reconstructed. Access to 29th Street would be provided via a frontage road and split-diamond interchanges would be created between 13th Street and 1st Street and Abriendo Avenue and Northern Avenue. Connectivity off of I-25 would be improved by extending Dillon Drive south from 26th Street to US 50B and by extending Abriendo Avenue across I-25 to Santa Fe Drive. The Modified I-25 Alternative, which is preferred, shares the design characteristics of the Existing I-25 Alternative, with the exception of the southern part of the corridor between the Arkansas River and Canal Street where the Existing I-25 Alternative can be implemented only by moving the Union Pacific Railroad (UPRR) tracks 150 feet to the east. Instead of moving the rail line, the Modified I-25 Alternative would relocate I-25 on a new alignment to the east at Ilex Street, which would allow the UPRR rail line south of the Arkansas River to remain in place. I-25 would bridge over the railroad tracks at Minnequa Avenue and then run on the west side of the tracks and rejoin the existing I-25 alignment. By straightening I-25 at Ilex Street, I-25 would leave the current alignment and continue south. The roadway portion no longer used as I-25 would be available to become an extension of Santa Fe Avenue, a critical element to improving local mobility. The Modified I-25 Alternative would extend Abriendo Avenue across I-25 to Santa Fe Drive. Under both build alternatives, the completion of proposed trails and sidewalks would provide continuous bicycle and pedestrian access between 29th Street in the north to Pueblo Boulevard in the south. The project would be constructed in phases, with phase one being the replacements of the Ilex Street bridges. The cost of the preferred alternative is estimated at $760.5 million in 2010 dollars. POSITIVE IMPACTS: Implementation would address deteriorating roadways and bridges and unsafe road characteristics. Local and regional mobility within and through Pueblo would be improved to meet existing and future travel demands. Trails would provide safe, non-motorized access to Mineral Palace Park, Benedict Park, JJ Raigoza Park, the Historic Arkansas Riverwalk of Pueblo, the Runyon Field Sports Complex, the Runyon Lake State Wildlife Area, and the Fountain Creek Trail system. NEGATIVE IMPACTS: Construction would displace 1.1 acres of wetlands and 18.1 acres of wildlife habitat and cause temporary impacts to road traffic, trails and UPRR operations. For the preferred alternative, acquisitions would include: 117 residences; 56 total and 26 partial commercial properties; and 15 total and 15 partial public properties. Construction of four new bridges over the Arkansas River would require relocation of trails and an existing pedestrian bridge. Implementation would cause adverse effects to 40 historic resources, including the North Side, Second Ward, Steelworks Suburbs, and Grove historic districts. Noise impacts would be mitigated through construction of 21,525 feet of noise walls. 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: 130264, Final EIS--561 pages, Appendices and Technical Memoranda--CD-ROM, September 13, 2013 PY - 2013 KW - Roads and Railroads KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise KW - Noise Assessments KW - Parks KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Arkansas River KW - Colorado 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/1496912081?accountid=14244 L2 - http://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:journal&rft.genre=article&rft.jtitle=Early+Education+and+Development&rft.atitle=Father+Involvement+During+Early+Childhood+and+Its+Association+with+Children%27s+Early+Learning%3A+A+Meta-Analysis&rft.au=McWayne%2C+Christine%3BDowner%2C+Jason+T%3BCampos%2C+Rodrigo%3BHarris%2C+Robby+D&rft.aulast=McWayne&rft.aufirst=Christine&rft.date=2013-08-20&rft.volume=24&rft.issue=6&rft.spage=898&rft.isbn=&rft.btitle=&rft.title=Early+Education+and+Development&rft.issn=10409289&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2014-01-01 N1 - SuppNotes - Final. Preparation date: September 13, 2013 N1 - Last updated - 2014-02-11 ER - TY - RPRT T1 - PYRAMID HIGHWAY - US 395 CONNECTION, WASHOE COUNTY, NEVADA. AN - 1496912078; 15864 AB - PURPOSE: Transportation improvements along the Pyramid Highway (State Highway 445) corridor in the Northeast Truckee Meadows area of Washoe County, Nevada are proposed. The corridor covers portions of unincorporated Washoe County and portions of the cities of Sparks and Reno. The study area surrounds the existing Pyramid Highway from Calle de la Plata at the northern end to Queen Way at the southern end. It also includes the area where portions of the proposed roadway connecting existing Pyramid Highway and U.S. Highway 395 (US 395) may be located, extending from near Dandini Boulevard on the west end to Vista Boulevard on the east end. This draft EIS considers four build alternatives and a No Build Alternative. Each build alternative would include a new freeway facility and ancillary improvements from Pyramid Highway to US 395, through the Sun Valley area, referred to as the US 395 Connector in this study. Both the US 395 Connector and Pyramid Highway north to Eagle Canyon Drive/La Posada Drive would be constructed as limited-access freeway facilities, with interchanges at major intersecting roadways. Pyramid Highway from Eagle Canyon Drive/La Posada Drive to Calle de la Plata Drive would be a primary arterial highway. The US 395 service interchange at Parr Boulevard would be reconfigured to accommodate a new system interchange for the US 395 Connector. Raggio Parkway and Dandini Boulevard would be realigned in this area. All build alternatives would include construction of auxiliary lanes on US 395 between the new Connector (an element of the build alternatives) and McCarran Boulevard (also known as State Highway 659). Each of the build alternatives would provide similar improvements along Pyramid Highway from Queen Way north to Calle de la Plata Drive. However, the alternatives differ regarding alignments for the US 395 Connector, interchange locations, and cross-sections through much of the study area. Alternative 1 would be off alignment just west of the existing Pyramid Highway between the US 395 Connector and Highland Ranch Parkway located just below the mountain ridgeline west of Walmart. The Alternative 2 alignment would follow the existing Pyramid Highway between the US 395 Connector and Sparks Boulevard/Highland Ranch Parkway. Alternative 3 would be an alignment along the mountain ridgeline between the US 395 Connector and Highland Ranch Parkway. Alternative 4 alignment would follow the existing Pyramid Highway between the US 395 Connector and Sparks Boulevard/Highland Ranch Parkway. The estimated construction cost range (in 2012 dollars) is $703 million to $871 million. POSITIVE IMPACTS: The proposed improvements would relieve traffic congestion on Pyramid Highway and provide improved east-west community connectivity between US 395, Pyramid Highway, and Vista Boulevard. NEGATIVE IMPACTS: Construction would fill 10 to 520 acres of wetlands, displace 750 acres of wildlife habitat, and create 390 acres of new impervious surface. Acquisition of new right-of-way would displace 210 to 326 residences. All build alternatives would impact Wedekind Park, converting park land to transportation uses, resulting in a de minimis impact. The proposed project would introduce new visual elements in the study area in the form of street lighting, bridges, ramps, new roadway alignment, cut and fill areas, retaining walls, screening walls, and traffic noise barriers. 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: 130263, Draft EIS--597 pages, Technical Reports--CD-ROM, September 13, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-NV-EIS-12-02-D KW - Air Quality Assessments KW - Cultural Resources Assessments KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Nevada 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/1496912078?accountid=14244 L2 - http://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=2013-09-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PYRAMID+HIGHWAY+-+US+395+CONNECTION%2C+WASHOE+COUNTY%2C+NEVADA.&rft.title=PYRAMID+HIGHWAY+-+US+395+CONNECTION%2C+WASHOE+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT N1 - Date revised - 2014-01-01 N1 - SuppNotes - Draft. Preparation date: September 13, 2013 N1 - Last updated - 2014-02-11 ER - TY - JOUR T1 - Development of Load Rating Procedure for Railroad Flatcar Bridges through the Use of Field Instrumentation: Part 1 - Data Collection and Analysis AN - 1855077807; PQ0003947160 AB - Due to budget constraints, many state and county highway agencies are often forced to develop innovative and economical replacement strategies for deteriorated bridges. One such option is to use a retired railroad flatcar (RRFC) for a bridge superstructure. Many states have found RRFCs to be successful and economical alternatives to more traditional structural systems. Although the performance of RRFCs has been satisfactory, there is little to no guidance in the AASHTO Specifications for load rating these structures. Such inexperience has led some to take overly conservative approaches when rating these bridges. This paper, the first of two companion papers, presents the use of field instrumentation and controlled load testing on seven RRFC bridges located in Indiana. Stress data were used to gain an understanding of the in-situ response of these structures including global bending, secondary bending, and lateral load distribution. Proposed load rating guidelines presented in the second companion paper were developed using data from these load tests as well as other data found in the literature. JF - Journal of Bridge Engineering AU - Provines, Jason T AU - Connor, Robert J AU - Sherman, Ryan J AD - Staff Engineer, Professional Services Industries, FHWA Turner-Fairbank Highway Research Center, McLean, VA 22101. Email: jason.provines.ctr[at]dot.gov. Y1 - 2013/09/12/ PY - 2013 DA - 2013 Sep 12 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States SN - 1084-0702, 1084-0702 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Bridges KW - Instrumentation KW - Data collections KW - Specifications KW - Engineering KW - Railroads KW - Load Distribution KW - Standards KW - Governments KW - Highways KW - Data Collections KW - Deformation KW - Q2 09102:Institutes and organizations KW - SW 5040:Data acquisition UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855077807?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=Journal+of+Bridge+Engineering&rft.atitle=Development+of+Load+Rating+Procedure+for+Railroad+Flatcar+Bridges+through+the+Use+of+Field+Instrumentation%3A+Part+1+-+Data+Collection+and+Analysis&rft.au=Provines%2C+Jason+T%3BConnor%2C+Robert+J%3BSherman%2C+Ryan+J&rft.aulast=Provines&rft.aufirst=Jason&rft.date=2013-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Bridge+Engineering&rft.issn=10840702&rft_id=info:doi/10.1061%2F%28ASCE%29BE.1943-5592.0000555 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 N1 - SubjectsTermNotLitGenreText - Bridges; Governments; Data collections; Deformation; Engineering; Instrumentation; Railroads; Load Distribution; Standards; Highways; Specifications; Data Collections DO - http://dx.doi.org/10.1061/(ASCE)BE.1943-5592.0000555 ER - TY - JOUR T1 - Development of Load Rating Procedure for Railroad Flatcar Bridges through the Use of Field Instrumentation: Part 2 - Procedure Development AN - 1855075570; PQ0003947159 AB - Many state and county highway agencies are often forced to develop innovative and economical replacement strategies for deteriorated bridges. One such option is to use a retired railroad flatcar (RRFC) for a bridge superstructure. Many states have found RRFCs to be successful and economical alternatives to more traditional structural systems. Although the performance of RRFCs has been satisfactory, there is little to no guidance in the AASHTO Specifications for load rating these structures. This inexperience has led some to take overly conservative approaches when rating these bridges for strength and fatigue. This paper, the second of two companion papers, presents the development of proposed load rating guidelines for RRFC bridges. The guidelines were developed based on previous research found in the literature and through the use of controlled load testing of RRFC bridges as presented in the first companion paper. JF - Journal of Bridge Engineering AU - Provines, Jason T AU - Connor, Robert J AU - Sherman, Ryan J AD - Staff Engineer, Professional Services Industries, FHWA Turner-Fairbank Highway Research Center, McLean, VA 22101. Email: jason.provines.ctr[at]dot.gov. Y1 - 2013/09/12/ PY - 2013 DA - 2013 Sep 12 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States SN - 1084-0702, 1084-0702 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Engineering KW - Strength KW - Fatigue KW - Bridges KW - Instrumentation KW - Railroads KW - Standards KW - Governments KW - Specifications KW - Highways KW - Q2 09102:Institutes and organizations KW - SW 5040:Data acquisition UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855075570?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=Journal+of+Bridge+Engineering&rft.atitle=Development+of+Load+Rating+Procedure+for+Railroad+Flatcar+Bridges+through+the+Use+of+Field+Instrumentation%3A+Part+2+-+Procedure+Development&rft.au=Provines%2C+Jason+T%3BConnor%2C+Robert+J%3BSherman%2C+Ryan+J&rft.aulast=Provines&rft.aufirst=Jason&rft.date=2013-09-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Bridge+Engineering&rft.issn=10840702&rft_id=info:doi/10.1061%2F%28ASCE%29BE.1943-5592.0000554 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 N1 - SubjectsTermNotLitGenreText - Bridges; Governments; Strength; Engineering; Fatigue; Instrumentation; Railroads; Standards; Highways; Specifications DO - http://dx.doi.org/10.1061/(ASCE)BE.1943-5592.0000554 ER - TY - RPRT T1 - KOSCIUSZKO BRIDGE PROJECT, ROUTE I-278, KINGS AND QUEENS COUNTIES, NEW YORK (ADOPTION OF THE FEDERAL HIGHWAY ADMINISTRATION FINAL EIS OF DECEMBER 2008). AN - 1496912085; 15863 AB - PURPOSE: The U.S. Coast Guard has adopted the final EIS issued by the Federal Highway Administration (FHA) in December 2009 for the rehabilitation or replacement of the Kosciuszko Bridge which connects Queens and Kings counties in New York. The existing structure extends 1.1 miles from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens, carrying Interstate 278 (I-278) traffic over Newtown Creek. I-278, also known as the Brooklyn-Queens Expressway, serves high volumes of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from using neighboring parkways. The existing bridge suffers from insufficient capacity as well as safety and structural deficiencies. Over the past two decades, the New York Department of Transportation has spent considerable time and effort maintaining the bridge in safe working order, resulting in both significant expenditures and periodic disruption to traffic flow. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives include two alternatives that would rehabilitate the existing bridge combined with construction of a new, parallel bridge either east or west of the existing structure, two alternatives that would replace the existing bridge with new parallel bridges running along both sides of the existing structure, and one alternative that would replace the existing bridge with two parallel structures that would run along the eastbound side of the existing bridge. The latter alternative (Alternative BR-5) has been selected as the preferred alternative. The two alternatives that involve rehabilitation of the existing structure, as well as provision of a new structure, would be implemented such that the parallel bridge would be completed prior to rehabilitation of the existing structure to maintain six lanes of traffic across the creek and would require the construction of a temporary bridge over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. The three alternatives that involve full replacement of the bridge would provide for a total of six lanes of traffic to cross the creek during demolition and construction activities. Cost of the preferred alternative is estimated at $1.4 billion and $1.7 billion in 2005/2006 dollars. POSITIVE IMPACTS: In addition to providing a safer crossing that would be easier and more economical to maintain, any of the build alternatives would increase bridge capacity and access to and from the bridge from Brooklyn and Queens arterials. Travelers using intersections in the vicinity of the bridge approaches would also benefit from increased efficiency and capacity. The build alternatives would employ 11,000 to 16,000 workers during construction. NEGATIVE IMPACTS: The project would require removal of Sergeant William Dougherty Playground in Brooklyn, but this community recreational facility would be replaced. The rehabilitation alternatives would have only a moderate impact on the Old Calvary Cemetery viewshed, but the full replacement alternatives would have more significant visual impacts on the cemetery. From 15 to 30 businesses would be displaced and, under the alternative providing dual parallel bridges on the eastbound side of the existing bridge, three residential units would be displaced. Demolition of the bridge would remove a structure potentially eligible for inclusion in the National Register of Historic Places. Traffic-generated noise levels would exceed federal standards at 444 to 474 sensitive receptor sites in the vicinity of the bridge approaches on both sides of the creek. Construction workers would encounter hazardous waste sites. Dredging within Newton Creek and work along the creek's banks would affect water quality and alter channel hydrology. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Land and Water Conservation Act of 1965 (P.L. 88-578), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the FHA final EIS, see 09-0083F, Volume 33, Number 1. JF - EPA number: 130262, 988 pages, CD-ROMs, September 6, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-01-F KW - Air Quality Assessments KW - Bridges KW - Cemeteries KW - Community Facilities KW - Creeks KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Employment KW - Fisheries Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Navigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Land and Water Conservation Act of 1965, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1496912085?accountid=14244 L2 - http://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=2013-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK+%28ADOPTION+OF+THE+FEDERAL+HIGHWAY+ADMINISTRATION+FINAL+EIS+OF+DECEMBER+2008%29.&rft.title=KOSCIUSZKO+BRIDGE+PROJECT%2C+ROUTE+I-278%2C+KINGS+AND+QUEENS+COUNTIES%2C+NEW+YORK+%28ADOPTION+OF+THE+FEDERAL+HIGHWAY+ADMINISTRATION+FINAL+EIS+OF+DECEMBER+2008%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DHS N1 - Date revised - 2014-01-01 N1 - SuppNotes - Final. Preparation date: September 6, 2013 N1 - Last updated - 2014-02-11 ER - TY - RPRT T1 - PURPLE LINE, MONTGOMERY AND PRINCE GEORGE'S COUNTY, MARYLAND. AN - 1496912080; 15860 AB - PURPOSE: The construction and operation of a 16.2-mile rapid transit line, to be known as the Purple Line, extending from Bethesda in Montgomery County to New Carrollton in Prince George's County, Maryland are proposed. The Purple Line would be located north and northeast of Washington, DC along a corridor which includes five major activity centers: Bethesda, Silver Spring, Takoma/Langley Park, College Park, and New Carrollton. The corridor currently suffers from increasing congestion on the roadway system; slow and unreliable transit travel times due to the congested roadway system; limited travel mode options; degraded mobility and accessibility between activity centers, employment hubs, and residential areas; and degraded transit accessibility to the larger metropolitan area due to inferior connections to radial Metrorail lines and to other rail and bus services. This final EIS assesses the preferred Purple Line Alternative and a No Build Alternative. The preferred alternative transitway would operate mainly in exclusive or dedicated lanes along existing roadways and would be at grade except for one short tunnel section (a 0.3-mile tunnel between Wayne Avenue and Arliss Street) and three sections elevated on structures. Seventeen stations would be at street level, three would be on aerial structures, and one would be in the tunnel portal. Passengers would access the Purple Line by walking, bicycling, transferring from other transit lines, or from existing parking facilities. The preferred alternative would include constructing the permanent Capital Crescent Trail from Bethesda to Silver Spring. System infrastructure would include an overhead contact system for electric power and 18 substations. The average daily ridership in 2040 is anticipated to be more than 74,000. The estimated capital cost for the Purple Line is $2.2 billion in year of expenditure dollars. POSITIVE IMPACTS: The Purple Line would provide improved east-west transit service connecting major activity centers. Better connections to Washington Metropolitan Area Transit Authority Metrorail stations in the corridor would benefit communities located between the Metrorail lines. The Purple Line also would provide direct transit connections to other transit services including MARC commuter rail, Amtrak, and local bus routes. NEGATIVE IMPACTS: Right-of-way requirements would result in 60 commercial, 53 residential, and three institutional displacements. Partial land acquisitions would impact forest edge and stream habitat. Roadway widening and culvert extensions would result in minor wetland and floodplain impacts. The preferred alternative would use parts of 14 publicly-owned parks or historic properties, however nine of these uses would be relatively minor. Three historic properties (Talbot Avenue Bridge, Metropolitan Branch, and Falkland Apartments) would be adversely affected. Visual character would change along the Georgetown Branch right-of-way, along Wayne Avenue, and as a result of the aerial structure and Riverdale Park Station across the intersection of Kenilworth Avenue and Riverdale Road. Operation would cause moderate noise and vibration impacts. 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 abstract of the draft EIS, see 08-0453D, Volume 32, Number 4. JF - EPA number: 130259, Final EIS--903 pages, Engineering Plans--541 pages, Technical Reports--2,843 pages, Public Comments--6,173 pages, September 6, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Cost Assessments KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - District of Columbia KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1496912080?accountid=14244 L2 - http://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=2013-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PURPLE+LINE%2C+MONTGOMERY+AND+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&rft.title=PURPLE+LINE%2C+MONTGOMERY+AND+PRINCE+GEORGE%27S+COUNTY%2C+MARYLAND.&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 - 2014-01-01 N1 - SuppNotes - Final. Preparation date: September 6, 2013 N1 - Last updated - 2014-02-11 ER - TY - RPRT T1 - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. AN - 16381234; 15848 AB - PURPOSE: The construction of a 35-mile segment of Interstate 69 (I-69), designated Section of Independent Utility 15, in Bossier, Caddo, and DeSoto parishes, Louisiana is proposed. The highway would constitute one part of the planned improvements to the congressionally-designated High Priority Corridor 18 that extends from the Canadian border at Port Huron, Michigan to several points on the Mexican/Texas border. The proposed project would provide a divided, four-lane, limited-access highway on new location between U.S. Highway 171 (US 171) near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish. A preferred corridor that includes a bridge crossing of the Red River south of Shreveport was identified and announced in December 2002. Six alignments, each approximately 300 feet in width, were developed within the preferred corridor, and Line 6 was identified as the preferred alignment in the draft EIS issued in May 2005. The typical highway section would include two 12-foot through lanes in each direction with a 90-foot median and inside and outside shoulders. Interchanges would be constructed at I-20, LA 157, US 71, LA 1, I-49, and US 171. Overpass or underpass structures would provide grade separation at all major roadway crossings. In addition to a No Action Alternative, this final EIS evaluates additional alignments and modifications in response to public input since publication of the draft EIS. The selected alignment (Line 6) includes a minor horizontal shift at US 71 to avoid the Elm Grove Baptist Church and a slight adjustment to the vertical profile to center the vertical curve over the Red River navigation span to reduce the bridge height. The selected alignment also includes a frontage road between Stonewall Frierson Road in DeSoto Parish and Ellerbe Road in Caddo Parish. The cost of right-of-way (ROW) acquisition for Line 6, including the frontage road, is estimated at $44.9 million. Total construction costs are estimated at $869.5 million. POSITIVE IMPACTS: The project would improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth; improve transportation connectivity of existing truck, rail, and port modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: The new highway would cross perennial and intermittent streams or bayous, as well as the Red River and the Flat River. The selected alignment would encroach upon 193 acres of floodplain and impact 49.8 acres of floodway and 43 acres of wetlands. New ROW requirements would convert 1,202 acres of farmland, displace nine houses and 21 mobile homes, and affect one historic site. Archaeological resources in the Red River Alluvial Valley and upland areas would be impacted. Traffic noise would impact 48 sensitive receptor sites. Construction activities would affect three water wells and 11 producing gas wells. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0648D, Volume 29, Number 4. JF - EPA number: 130247, Final EIS--339 pages, Appendices--573 pages, August 23, 2013 PY - 2013 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Floodways KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wells KW - Wetlands KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16381234?accountid=14244 L2 - http://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=2013-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2013-12-01 N1 - SuppNotes - Final. Preparation date: August 23, 2013 N1 - Last updated - 2013-12-10 ER - TY - RPRT T1 - ARKANSAS VALLEY CONDUIT AND LONG-TERM EXCESS CAPACITY MASTER CONTRACT, FRYINGPAN-ARKANSAS PROJECT, BENT, CHAFFEE, CROWLEY, EL PASO, PUEBLO, FREMONT, KIOWA, OTERO, AND PROWERS COUNTIES, COLORADO. AN - 1466090645; 15846 AB - PURPOSE: The construction of the Arkansas Valley Conduit (AVC) and related federal actions to provide treated water to Bent, Chaffee, Crowley, El Paso, Pueblo, Fremont, Kiowa, Otero, and Prowers counties in southeastern Colorado are proposed. Towns in the study area need to replace poor quality water and to meet demand of a growing population. All alternatives under consideration would be part of, or use features of, the Fryingpan-Arkansas Project (Fry-Ark), a multipurpose, transbasin water diversion and delivery project. The Southeastern Colorado Water Conservancy District (Southeastern) was formed in 1958 to develop, administer, and repay the Fry-Ark Project. Its boundaries extend along the Arkansas River from Buena Vista to Lamar, and along Fountain Creek from Colorado Springs to Pueblo. Three proposed actions by the Bureau of Reclamation are analyzed in this final EIS: building the AVC; allowing water providers to use a pipeline connecting the Pueblo Dam north and south outlet works (Interconnect), which would be constructed as part of AVC; and entering into a 40-year Master Contract with Southeastern to store water in Pueblo Reservoir. Physical features that would be constructed include buried pipeline, a water treatment facility, water storage tanks, pumping plants, and related facilities. Operational components would include water exchanges, storage, transfers, water deliveries, and other actions necessary to operate the conduit. Forty water providers would participate in AVC. Seven alternatives were analyzed in the draft EIS of August 2012. This final EIS identifies the Bureau of Reclamation's preferred alternative which is a hybrid based on components of alternatives analyzed in the draft document. The preferred Comanche North Alternative includes constructing the AVC and Interconnect, and issuing the Master Contract to store water in Pueblo Reservoir. Water would be diverted from Pueblo Reservoir through the south outlet works and delivered through the existing Joint Use Pipeline (JUP) immediately upstream from Pueblo Boulevard north of the Arkansas River. AVC would use excess capacity in the JUP upstream from the wye (a three-way pipeline connection) and would construct a new pipeline downstream from the wye to the existing Board of Water Works of Pueblo Whitlock Water Treatment Plant. From the treatment plant site, new pipeline would be constructed along a route south of Pueblo to St. Charles Mesa and Avondale, crossing Interstate 25 southwest of the Xcel Energy Comanche Powerplant. East of Pueblo, the pipeline would generally be located north of the Arkansas River except between Manzanola and Rocky Ford. The pipeline for the Comanche North Alternative, including spurs, would be about 227 miles long. Primary spur pipelines would be constructed from Fowler north to State Highway 96 and then east to Sugar City, between Rocky Ford and La Junta, and a spur to serve Eads. Pipeline sizes would range from 36 inches in diameter at the JUP wye to four inches at some water provider tie-ins. Estimated costs for the Comanche North Alternative are: $400 million for construction; $3.5 million for annual operations, maintenance and replacement; and $0.8 to $1.1 million annually for the Master Contract. POSITIVE IMPACTS: The AVC would deliver water that meets federal and state drinking water quality requirements and help water providers throughout the Arkansas River Basin in Colorado reliably meet existing and future water demands. The Master Contract would allow participants to store up to 29,938 acre-feet of water in Pueblo Reservoir providing a portion of needed future water supply to about 465,000 people. The Comanche North Alternative would minimize cost and urban construction disturbance, avoid the U.S. Highway 50 expansion corridor, and maximize source water quality and yield. NEGATIVE IMPACTS: Construction of the AVC could cause minor to moderate losses of native plant communities and potential species of concern habitat along pipeline corridors, although mitigation would reduce the effects. The Comanche North Alternative would cause occasional moderate (greater than 10 percent) decreases in stream flow in the Arkansas River downstream from Pueblo Reservoir during some winter and spring months in dry and normal years. Moderate decreases in reservoir water levels and storage volumes in Holbrook Reservoir would also occur during summer and fall months of normal and dry years. Less than 20 historic resources would be impacted. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 130245, Executive Summary--36 pages, Final EIS--432 pages, Appendices--2,080 pages, August 23, 2013 PY - 2013 KW - Water KW - Historic Sites KW - Hydrologic Assessments KW - Hydrology KW - Pipelines KW - Pumping Plants KW - Recreation Resources KW - Reservoirs KW - Rivers KW - Section 106 Statements KW - Vegetation KW - Water Resources Management KW - Water Storage KW - Water Supply KW - Water Treatment KW - Wetlands KW - Arkansas River KW - Colorado KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1466090645?accountid=14244 L2 - http://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=2013-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ARKANSAS+VALLEY+CONDUIT+AND+LONG-TERM+EXCESS+CAPACITY+MASTER+CONTRACT%2C+FRYINGPAN-ARKANSAS+PROJECT%2C+BENT%2C+CHAFFEE%2C+CROWLEY%2C+EL+PASO%2C+PUEBLO%2C+FREMONT%2C+KIOWA%2C+OTERO%2C+AND+PROWERS+COUNTIES%2C+COLORADO.&rft.title=ARKANSAS+VALLEY+CONDUIT+AND+LONG-TERM+EXCESS+CAPACITY+MASTER+CONTRACT%2C+FRYINGPAN-ARKANSAS+PROJECT%2C+BENT%2C+CHAFFEE%2C+CROWLEY%2C+EL+PASO%2C+PUEBLO%2C+FREMONT%2C+KIOWA%2C+OTERO%2C+AND+PROWERS+COUNTIES%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Reclamation, Bismarck, North Dakota; DOI N1 - Date revised - 2013-12-01 N1 - SuppNotes - Final. Preparation date: August 23, 2013 N1 - Last updated - 2013-12-10 ER - TY - JOUR T1 - The use of discrete fracture network simulations in the design of horizontal hillslope drainage networks in fractured rock AN - 1686058566; 2015-046059 AB - Characteristics of fracture networks are explored in a discrete fracture network framework to provide design guidelines for horizontal drainage networks in fractured rock. Central to the study is defining how fracture attributes relate to fracture network structure and network-scale fluid flow, and in turn, how flow characteristics of fracture networks influence horizontal drain length and orientation. Multiple realizations of stochastic fracture networks, generated from both synthetic and field-specific data sets, serve as a basis for understanding physical fracture network structure and resultant global flow and for performing intersection analyses of hillslope drains with flowing fractures. Study results indicate that the logarithm of the standard deviation of fracture transmissivity, log(sigma (sub T) ), is the single most important attribute for drainage network design, as higher values of log(sigma (sub T) ) describe heterogeneous flow patterns where only a small portion of the network conducts a significant quantity of fluid. Thus recommended drain lengths for intersecting significantly conductive fractures increase with increases in log(sigma (sub T) ). Fracture trace length, orientation, and density also play a role, albeit secondary to the distribution of transmissivity, in defining drain length as a function of drain orientation relative to the mean fracture set orientation. The spatially discontinuous nature of fracture networks and the wide range in transmissivity values found in natural fracture networks tend to produce high degrees of variability in computed intersection distances between drains and fractures conducting significant quantities of fluid. To account for this variability, a conservative approach is recommended where horizontal drain lengths along a pre-defined orientation are scaled by discrete fracture network computed intersection distances equal to the upper 95th confidence interval. Abstract Copyright (2013) Elsevier, B.V. JF - Engineering Geology AU - Reeves, Donald M AU - Parashar, Rishi AU - Pohll, Greg M AU - Carroll, Rosemary AU - Badger, Tom AU - Willoughby, Kim Y1 - 2013/08/19/ PY - 2013 DA - 2013 Aug 19 SP - 132 EP - 143 PB - Elsevier, Amsterdam VL - 163 SN - 0013-7952, 0013-7952 KW - fractured materials KW - orientation KW - fractures KW - transmissivity KW - slopes KW - drainage patterns KW - fluid flow KW - slope stability KW - simulation KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1686058566?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=Engineering+Geology&rft.atitle=The+use+of+discrete+fracture+network+simulations+in+the+design+of+horizontal+hillslope+drainage+networks+in+fractured+rock&rft.au=Reeves%2C+Donald+M%3BParashar%2C+Rishi%3BPohll%2C+Greg+M%3BCarroll%2C+Rosemary%3BBadger%2C+Tom%3BWilloughby%2C+Kim&rft.aulast=Reeves&rft.aufirst=Donald&rft.date=2013-08-19&rft.volume=163&rft.issue=&rft.spage=132&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2013.05.013 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2015-01-01 N1 - Number of references - 63 N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2015-06-05 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - drainage patterns; fluid flow; fractured materials; fractures; orientation; simulation; slope stability; slopes; transmissivity DO - http://dx.doi.org/10.1016/j.enggeo.2013.05.013 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 5, BLOOMINGTON TO MARTINSVILLE, MONROE AND MORGAN COUNTIES, INDIANA. AN - 16381195; 15843 AB - PURPOSE: The construction of a 21.1-mile section of Interstate 69 (I-69) in Indiana from Bloomington to Martinsville is proposed. The corridor is the fifth portion of the federally-approved I-69 Evansville to Indianapolis project. The termini of Section 5, as approved in the March 2004 Tier 1 Record of Decision for I-69, are State Route 37 (SR 37) south of Bloomington in Monroe County and SR 39 south of Martinsville in Morgan County. This Tier 2 final EIS evaluates six alternatives that complete I-69 as a fully access-controlled freeway between these termini. The I-69 Section 5 corridor is centered on existing SR 37, which is currently a multi-lane, median-divided arterial highway with partial access control. Key issues include those related to local access and public road connectivity, bicycle/pedestrian accommodations, farmland impacts, and the location of interchange areas. The project corridor was divided into six subsections for development of alternative alignments. The preferred alternative is a refinement of Alternative 8, which was the preferred alternative identified in the draft EIS of October 2012. Refined Preferred Alternative 8 would use the existing SR 37 right-of-way (ROW), with additional adjacent acreage required based on design requirements and topography. Interchanges would be located at Fullerton Pike, Tapp Road/SR 45/2nd Street, SR 48/3rd Street, SR 46, Walnut Street, Sample Road, and Liberty Church Road. In addition, overpasses would be located at Rockport Road, Vernal Pike, Arlington Road, Kinser Pike, and Chambers Pike. Local access roads and new connections to existing local roads would be provided in portions of the Section 5 corridor where drives and other roads currently connect to existing SR 37. These are located primarily north of Walnut Street to the northern project terminus. In subsections 5A and 5B, the mainline of Refined Preferred Alternative 8 would follow the existing SR 37 alignment, using an urban typical section with three 12-foot travel lanes in each direction, separated by a 26.5-foot median with a concrete barrier. In subsection 5C, the highway would have a suburban typical section consisting of three travel lanes in each direction for the mainline. There would be a 36-foot median containing 12-foot wide paved shoulders to the inside of the travel lanes, a center concrete barrier to Arlington Road, and a center guardrail barrier from Arlington Road north to Sample Road. In subsection 5D, the highway would have a suburban typical section consisting of three travel lanes in each direction with added truck climbing lanes in each direction. There would be a 36-foot median containing 12-foot shoulders to the inside of the travel lanes and a center guardrail barrier. In subsection 5E, Refined Preferred Alternative 8 would use three travel lanes in each direction from the Kinser Pike/Walnut Street area to Sample Road. From Sample Road north to Bryants Creek Road, the highway would have two lanes, with an additional truck climbing lane in the southbound direction between Sample Road and Bryants Creek Road. In subsection 5F, the highway would have a rural typical section with two 12-foot wide travel lanes in each direction, separated by a 60-foot grass median with four-foot shoulders to the inside of the travel lanes. The Record of Decision documents the selection of Refined Preferred Alternative 8 for implementation. Project cost is estimated in 2015 dollars at $393.7 million. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Total ROW requirements would impact 347 acres of karst features, 60 acres of farmland, 228 acres of upland forest, 42 acres of core forest, 3.4 acres of wetlands, 80,582 linear feet of streams, and 75 acres of floodplain. Three Indiana bat roosting colonies are present within the Section 5 study area, but the project is not likely to jeopardize the continued existence of Indiana bat or destroy or adversely modify its designated critical habitat. Displacements would include 119 residences, one institution, and 17 businesses. Three sites potentially eligible for listing in the National Register of Historic Places would be affected. Noise impacts would affect 418 receptors. 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 abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. JF - EPA number: 130242, Final EIS--2,137 pages, Appendices--DVD, Comments and Responses--DVD, Record of Decision--98 pages, August 16, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-13-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Biologic Surveys KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Indiana 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/16381195?accountid=14244 L2 - http://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=2013-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+5%2C+BLOOMINGTON+TO+MARTINSVILLE%2C+MONROE+AND+MORGAN+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+5%2C+BLOOMINGTON+TO+MARTINSVILLE%2C+MONROE+AND+MORGAN+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2013-11-01 N1 - SuppNotes - Final. Preparation date: August 16, 2013 N1 - Last updated - 2013-11-20 ER - TY - RPRT T1 - US 113 NORTH/SOUTH STUDY, MILLSBORO-SOUTH AREA, SUSSEX COUNTY, DELAWARE. AN - 1459554291; 15844 AB - PURPOSE: Transportation improvements along the existing U.S. Highway 113 (US 113) corridor in Sussax County, Delaware are proposed. The Millsboro-South Study is a portion of the larger US 113 North/South Study, whose objective is to preserve a corridor for future expansion of US 113 from Milford, Delaware, to just south of the Maryland/Delaware line. Regionally, US 113 extends 73 miles from US 13 in Pocomoke City, Maryland, to Delaware Route 1 (SR 1) in Milford. In addition to being an arterial connection for agricultural and industrial interests on the Eastern Shore of Virginia, Maryland and Delaware, this corridor functions as an alternative to Interstate 95 between the Richmond, Washington, Baltimore, and Wilmington metropolitan areas. It also receives heavy use for trips between the Norfolk area in Virginia and the Wilmington/Philadelphia region. The Millsboro-South study area is focused on the towns of Selbyville, Frankford, Dagsboro, and Millsboro, and is approximately 14.3 miles long. At its widest, the study area spans 5.6 miles, extending east of US 113 to an area near the intersection of Cordrey Road and Drane Road, northeast of Waples Pond, just west of Ingram Pond, and west of US 113. Throughout most of the study area, US 113 is a four-lane divided highway with a typical median width of 33 feet. Within the four towns in the study area, the median width varies between 33 and 92 feet. Property access is provided via numerous unsignalized and signalized intersections, median crossovers, and private driveways. This draft EIS evaluates a No Build Alternative and five build alternatives including an on-alignment alternative (Yellow), two western bypasses (Green and Purple), and two eastern bypasses (Red and Blue). All of the build alternatives would provide a four-lane, limited-access highway from north of the Town of Selbyville to 0.5 miles south of the intersection of US 113 and Avenue of Honor. Based on discussions with Selbyville, all of the build alternatives would follow the existing US 113 alignment through town and provide controlled access with all east/west cross traffic navigating across overpasses. All of the build alternatives would also include east/west connector roads at SR 24 and SR 26. The preferred Blue Alternative would extend 16.5 miles, beginning on US 113 just south of the Maryland/Delaware state line. Approximately 3.8 miles north on US 113, slightly south of Parker Road, it would shift to the east, and then head north after crossing Gum Road. After crossing the Indian River near Swan Creek, it would head back to the west near Longwood Pond and Waples Pond. It would then head north, cross SR 24, and head back west between Longwood Pond and Waples Pond. This alternative would rejoin US 113 with a new interchange between Patriots Way and Sheep Pen Ditch, and would end just after crossing Sheep Pen Ditch. It would include six full interchanges, nine overpasses, and five surface water crossings (Vines Creek, Pepper Creek, Indian River, Swan Creek, and Cow Bridge Branch). The estimated cost of the Blue Alternative is between $687 million and $839 million. POSITIVE IMPACTS: The proposed US 113 Millsboro-South project would establish the southern link in a continuous limited access facility from the Maryland/Delaware state line to SR 1 near Dover Air Force Base. Implementation would meet the growing traffic demand created by existing and future development in the area, improve safety, preserve a transportation corridor, and maintain consistency with federal, state, and local plans for transportation systems. The Blue Alternative would provide the longest continuous segment of limited access highway among the build alternatives. The increase in traffic capacity, direct connections to major east/west routes, and the proximity to the beach resort areas would provide safe and efficient emergency evacuation. NEGATIVE IMPACTS: The Blue Alternative would convert 1,084 acres of land to transportation use. It is the longest of the proposed build alternatives and would follow the existing roadway of US 113 for only 3.8 miles. Total impacts to 30.8 acres of wetlands would include the high quality wetland system associated with Swan Creek. The Blue Alternative would impact 607 acres of farmland, 162 acres of forestland, and 485 acres of habitat for rare, threatened, or endangered species. New right-of-way would require 52 residential and 10 commercial relocations and would impact five community facilities. Fourteen historic properties and one known archaeological site could be subject to indirect impacts. Noise would impact 100 residences. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 130243, Draft EIS--294 pages, Appendices--92 pages, August 16, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-E8-23669 KW - Bridges KW - Community Facilities KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Relocations-Property Acquisitions KW - Roads KW - Section 106 Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Delaware KW - Indian River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1459554291?accountid=14244 L2 - http://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=2013-08-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+113+NORTH%2FSOUTH+STUDY%2C+MILLSBORO-SOUTH+AREA%2C+SUSSEX+COUNTY%2C+DELAWARE.&rft.title=US+113+NORTH%2FSOUTH+STUDY%2C+MILLSBORO-SOUTH+AREA%2C+SUSSEX+COUNTY%2C+DELAWARE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Dover, Delaware; DOT N1 - Date revised - 2013-11-01 N1 - SuppNotes - Draft. Preparation date: August 16, 2013 N1 - Last updated - 2013-11-20 ER - TY - RPRT T1 - KODIAK AIRPORT RUNWAY SAFETY AREA IMPROVEMENTS, KODIAK ISLAND, ALASKA. AN - 16388726; 15830 AB - PURPOSE: The improvement of runway safety areas (RSAs) for two runways at the Kodiak Island Airport on Kodiak Island, Alaska is proposed. The Airport is situated along the shoreline of Womens Bay to the southwest and St. Paul Harbor to the northeast. Much of the submerged lands surrounding Kodiak Airport in Chiniak Bay are jointly managed by the U.S. Coast Guard Kodiak Station and the Alaska Maritime National Wildlife Refuge (NWR). The Buskin River and its estuary flow into the ocean directly north of the Airport. The U.S. Coast Guard owns the Kodiak Airport lands and facilities and leases these to the Alaska Department of Transportation and Public Facilities. The RSAs at the ends of runways 18/36 and 07/25 do not meet the Federal Aviation Administration (FAA) design standard for the aircraft commonly using these runways. The relocation or re-alignment of runways, reduction in runway length, and declared distances were determined to not be reasonable alternatives for improving the RSAs due to natural physical barriers and runway length requirements. The proposed project would involve placing fill into submerged lands that are a part of the Alaska Maritime NWR. Key issues include those related to natural resources and recreation near the Buskin River, cultural/traditional issues and subsistence, socioeconomics, and threatened, endangered, and sensitive species. This final EIS considers two action alternatives for runway 07/25 and six action alternatives for runway 18/36, as well as No Action alternatives for comparison. The preferred alternative for runway 07/25 (Alternative 2) would improve the RSA on the primary, east-west runway by placing fill into marine waters east of runway end 25. A 600-foot long RSA would be constructed and would include an engineered materials arresting system (EMAS) bed measuring 340 feet long by 170 feet wide. The preferred alternative for runway 18/36 (Alternative 7) would improve the RSAs on both ends of the north-south runway. At the north (runway end 18), no additional disturbance would occur beyond the current airport boundary, but an EMAS bed measuring about 155 feet long by 170 feet wide would be installed on the existing pavement. At the south (runway end 36), the runway would be shifted 240 feet further south, and a 360-foot RSA would be constructed. A combined 600 linear feet of new fill would extend beyond the existing runway threshold. Construction of the proposed project would occur over approximately two years. POSITIVE IMPACTS: The safety improvements would meet FAA standards to the extent practicable by the statutory deadline of December 31, 2015. The improvements would make Kodiak Airport safer for all passengers and pilots, and reduce the potential for damage to planes in the event of a runoff overshoot, undershoot, or veeroff. NEGATIVE IMPACTS: Construction would result in placement of 719,013 cubic yards of fill material into 24 acres of marine waters. Runway 07/25 Alternative 2 would change the substrate, gradient, and freshwater influence of existing habitats with major impacts to Buskin River salmonids. Fill placed off of runway end 36 into St. Paul Harbor would have an adverse effect on marine waters with concurrent direct loss of aquatic habitat and substrate. Five special-status waterbird species, northern sea otter, and Steller sea lion would be affected. Subsistence resources that are tied to the cultural practices of the local Alaska Native community may be significantly affected in the long-term and the decline in salmonid abundance would reduce the value of the Buskin River State Recreation Site in terms of sport fishing. LEGAL MANDATES: Alaska National Interest Lands Conservation Act of 1980 (P.L. 96-487), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Public Law 109-115, and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 130229, Final EIS--953 pages, Appendices--2,035 pages, August 2, 2013 PY - 2013 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Birds KW - Cultural Resources KW - Cultural Resources Assessments KW - Environmental Justice KW - Fish KW - Fisheries KW - Harbors KW - Marine Mammals KW - Noise Assessments KW - Preserves KW - Recreation Resources KW - Rivers KW - Safety KW - Subsistence KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Alaska Maritime National Wildlife Refuge KW - Buskin River KW - Alaska National Interest Lands Conservation Act of 1980, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Public Law 109-115, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16388726?accountid=14244 L2 - http://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=2013-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KODIAK+AIRPORT+RUNWAY+SAFETY+AREA+IMPROVEMENTS%2C+KODIAK+ISLAND%2C+ALASKA.&rft.title=KODIAK+AIRPORT+RUNWAY+SAFETY+AREA+IMPROVEMENTS%2C+KODIAK+ISLAND%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2013-11-01 N1 - SuppNotes - Final. Preparation date: August 2, 2013 N1 - Last updated - 2013-11-13 ER - TY - JOUR T1 - Aviation-Related Light-Emitting Diode (LED) Perception Research AN - 1434035116; 18506199 AB - Aviation lighting systems typically involve complex coding of intensity, spatial and temporal configurations, and color to provide pilots with visual information about the delineation, layout, and status of the airfield and of obstructions or other hazards. Increasingly, these systems are using light-emitting diode (LED) technologies to produce signals and warning lights in place of incandescent lamp and other systems that have been commonly used for the past several decades. LED light sources have several characteristics that make them potentially attractive candidates for aviation lighting: durability and longevity as solid state devices; high luminous efficacy compared to other lighting technologies; availability in a wide range of colors (including all aviation signal lighting colors); saturated color appearance; and rapid "switch-on" and "switch-off" times. JF - Aviation, Space, and Environmental Medicine AU - Nelda Milburn, D AU - Kevin Gildea, D AU - John, D AU - Bullough, D AU - Chris Yakopcic, M S AD - Federal Aviation Administration, Civil Aerospace Medical Institute, Oklahoma City, OK, fraserwdf@gmail.com Y1 - 2013/08// PY - 2013 DA - Aug 2013 SP - 876 EP - 878 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 8 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Light sources KW - Perception KW - Pilots KW - Lighting KW - Longevity KW - Technology KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1434035116?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Aviation-Related+Light-Emitting+Diode+%28LED%29+Perception+Research&rft.au=Nelda+Milburn%2C+D%3BKevin+Gildea%2C+D%3BJohn%2C+D%3BBullough%2C+D%3BChris+Yakopcic%2C+M+S&rft.aulast=Nelda+Milburn&rft.aufirst=D&rft.date=2013-08-01&rft.volume=84&rft.issue=8&rft.spage=876&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3774.2013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-09-01 N1 - Number of references - 23 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Light sources; Perception; Pilots; Lighting; Longevity; Technology DO - http://dx.doi.org/10.3357/ASEM.3774.2013 ER - TY - RPRT T1 - SR 167, PUYALLUP TO SR 509, PUYALLUP RIVER BRIDGE REPLACEMENT, PIERCE COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL STATEMENT OF NOVEMBER 2006). AN - 16391241; 15815 AB - PURPOSE: The replacement of the bridge that currently carries northbound State Route (SR) 167 across the Puyallup River in Pierce County, Washington is proposed. The existing SR 167 crossing consists of two southbound lanes on a concrete bridge which was constructed in 1970, and two northbound lanes on a steel truss bridge, built in 1925, known as the Meridian Street Bridge. The SR 167 Puyallup River Bridge Replacement (PRBR) project is a phase of a larger project to construct an extension of the SR 167 freeway from SR 161 (Meridian Street North) in the city of Puyallup to the SR 509 freeway in the city of Tacoma. The Tier II final EIS for the SR 167 Puyallup to SR 509 Extension project was completed in November 2006 and the Record of Decision was issued in October 2007. The larger project includes an interchange between SR 167 and SR 161 just north of the Puyallup River and the ultimate river crossing configuration would require two southbound lanes and five northbound lanes. The preferred alternative entailed removing the existing Meridian Street Bridge, which is functionally obsolete, and constructing a new five-lane northbound bridge in its place. The current condition of the Meridian Street Bridge has made replacement a priority and funding for the PRBR project has been expedited. This final supplemental EIS provides analyses of a proposed design change for the Puyallup River crossing. The revised design would involve building a new concrete bridge with five piers on the west side of the existing southbound bridge to handle southbound traffic. Once the new bridge is complete, northbound traffic would shift to the 1970 bridge and southbound traffic would shift to the new bridge. The Meridian Street Bridge would be dismantled and preserved offsite pending negotiations regarding the potential for use of the steel truss as a pedestrian bridge on the Foothills Trail between Enumclaw and Buckley. If this plan is not feasible, availability of the historic bridge would be advertised in an attempt to find an entity that is willing and capable of using or displaying the bridge while maintaining its historic integrity. Once funding is available to complete the SR 167 Extension project, the two-lane northbound bridge would be removed to make way for the ultimate configuration of a five-lane northbound bridge that was detailed in the 2006 final EIS. The Record of Decision documents the approval of the revised design for the PRBR project. POSITIVE IMPACTS: The proposed design and construction plan would expedite the replacement of a structurally deficient bridge and accommodate the ultimate configuration of the SR 167/SR 161 interchange and five-lane northbound bridge. Demolition of the Meridian Street Bridge would not be required in order to initiate construction, thus allowing more time to finalize plans for the historic structure. NEGATIVE IMPACTS: Removing the Meridian Street Bridge would be an adverse effect to an historic resource now eligible for listing on the National Register of Historic Places. Project construction would adversely affect individual Puget Sound Chinook salmon, bull trout, and steelhead. 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, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the final EIS, see 07-0116F, Volume 31, Number 1. JF - EPA number: 130214, Final EIS and Record of Decision--389 pages, July 26, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-2002-02-FS KW - Biologic Assessments KW - Bridges KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Rivers KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Puyallup River KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16391241?accountid=14244 L2 - http://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=2013-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+167%2C+PUYALLUP+TO+SR+509%2C+PUYALLUP+RIVER+BRIDGE+REPLACEMENT%2C+PIERCE+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+STATEMENT+OF+NOVEMBER+2006%29.&rft.title=SR+167%2C+PUYALLUP+TO+SR+509%2C+PUYALLUP+RIVER+BRIDGE+REPLACEMENT%2C+PIERCE+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+STATEMENT+OF+NOVEMBER+2006%29.&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 - 2013-11-01 N1 - SuppNotes - Final. Preparation date: July 26, 2013 N1 - Last updated - 2013-11-08 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 23, FOND DU LAC TO PLYMOUTH, FOND DU LAC AND SHEBOYGAN COUNTIES, WISCONSIN (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2010). AN - 16388701; 15816 AB - PURPOSE: The improvement of Wisconsin State Highway 23 (WIS 23) between the cities of Fond du Lac and Plymouth in Fond du Lac and Sheboygan counties, Wisconsin is proposed. The 19.5-mile study corridor begins at the US 151 Fond du Lac Bypass, and extends eastward to County Road P in Sheboygan County. WIS 23 helps connect east central Wisconsin to the Fox Valley, Green Bay, Milwaukee, and Madison, Wisconsin, and Chicago, Illinois, economic centers. The current roadway does not adequately meet the regional transportation needs of these economic sectors and decreases the regions competitiveness. The draft EIS of November 2004 considered six build alternatives following three alignments, as well as a No Build Alternative. The draft supplemental EIS of December 2009 addressed new build alternative components and corridor preservation alternatives. After the release of a final EIS in June 2010, a Record of Decision (ROD) was issued on September 27, 2010 approving construction of a new four-lane facility on the existing alignment with corridor preservation at key intersections and local road connections. These WIS 23 corridor preservation measures would preserve the right-of-way (ROW) needed if future conversion of WIS 23 to a higher level access-controlled expressway is pursued. This limited-scope draft supplemental EIS updates and clarifies portions of the original purpose and need, clarifies the discussion of alternatives that do not include capacity expansion, reconsiders determinations for three Section 4(f) properties, revises and updates the indirect and cumulative effects analysis, and seeks additional public involvement. The preferred alternative presented in the 2010 final EIS remains the preferred alternative in this draft supplemental EIS. From US 151 to County Road UU, a suburban cross section would include four 12-foot lanes, 6-foot inside shoulders, 10-foot outside shoulders, and an 18-foot median. From County Road UU east to County Road P, an expressway cross section would include four 12-foot lanes, 6-foot inside shoulders, 10-foot outside shoulders, and a 60-foot median. An extension of the Old Plank Trail would be constructed from the town of Greenbush to the Prairie Trail in Fond du Lac. A series of local roads and interchanges would be constructed to improve highway mobility and safety. No corridor preservation is proposed for the connection between US 151 and WIS 23. Estimated costs in year-of-expenditure dollars for the preferred build alternative and the preferred corridor preservation are $128.2 million and $38.0 million, respectively. POSITIVE IMPACTS: The project would complete the system link of US 41 to Interstate 43 between the cities of Fond du Lac and Sheboygan. The additional highway capacity would serve existing and projected traffic volumes and improve operational efficiency and safety. Corridor preservation would secure ROW for future transportation needs. NEGATIVE IMPACTS: New ROW requirements would convert 492 acres to highway use and result in 23 farm relocations, 36 residential relocations, and 12 business relocations. Construction would encroach on the floodplain, fill 50 acres of wetlands, and affect 56.4 acres of upland/woodland habitat including habitat for state-protected species. Traffic noise would impact up to 50 receptors. 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 abstracts of the draft, first draft supplemental, and final EISs, see 05-0395D, Volume 29, Number 3, 10-0139D, Volume 34, Number 1, and 10-0475F, Volume 34, Number 2 respectively. JF - EPA number: 130215, Draft Supplemental EIS--504 pages, Appendices--320 pages, Final EIS and Appendices--1,044 pages, July 26, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-04-03-LS-SD KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin 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/16388701?accountid=14244 L2 - http://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=2013-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+23%2C+FOND+DU+LAC+TO+PLYMOUTH%2C+FOND+DU+LAC+AND+SHEBOYGAN+COUNTIES%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.title=WISCONSIN+STATE+HIGHWAY+23%2C+FOND+DU+LAC+TO+PLYMOUTH%2C+FOND+DU+LAC+AND+SHEBOYGAN+COUNTIES%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2013-11-01 N1 - SuppNotes - Draft. Preparation date: July 26, 2013 N1 - Last updated - 2013-11-08 ER - TY - RPRT T1 - SONORAN VALLEY PARKWAY PROJECT, MARICOPA COUNTY, ARIZONA. AN - 16394119; 15810 AB - PURPOSE: A right-of-way (ROW) grant for the purpose of constructing a two- to six-lane parkway from Goodyear to Mobile in Rainbow Valley, Maricopa County, Arizona is proposed. The Bureau of Land Management (BLM) Lower Sonoran Field Office received an application from the City of Goodyear for a 250-foot ROW to construct, operate, and maintain the proposed 15- to 18-mile Sonoran Valley Parkway to connect residents of the annexed lands of Goodyears Sonoran Valley Planning Area (SVPA) near the community of Mobile for fire, police, and emergency services. The parkway would originate at the intersection of Rainbow Valley Road and Riggs Road at the southern end of Goodyear and extend southwest to intersect with State Route (SR) 238 at a point just west of the community of Mobile. The majority of the proposed parkway would be located on BLM lands; the remainder would occur on private and Arizona State Land Department lands. In addition to a No Action Alternative, this draft EIS analyzes three action alternatives and two sub-alternatives. Alternative A is the proposed route which would extend 15.7 miles within an existing El Paso Natural Gas utility corridor, generally bordering and running parallel to the Sonoran Desert National Monument (SDNM). Alternative C would be 18.1 miles in length, beginning at Riggs Road at the north end, turning a southerly direction for 1.8 miles along Rainbow Valley Road. The route would proceed directly east along Patterson Road for four miles. The next section would proceed south along the Bullard Avenue alignment for three miles, and finally head east and southeast for 5.4 miles. Alternative H would be 18.3 miles in length, beginning at Riggs Road at the north end, then would travel south along Rainbow Valley Road for 1.9 miles to Patterson Road. Alternative H would then turn east and follow Patterson Road for 5.5 miles to the Dysart Avenue alignment, where the alignment would turn due south and then follow the SDNM boundary, terminating at SR 238. Sub-alternative F and Sub-alternative G were developed to avoid a historic homestead site and apply to the southern terminus alignment only. The proposed parkway would be built in three phases of two lanes each based on current and future growth in the area. The 250-foot ROW is the same for each alternative and includes 25-foot-wide drainage easements on both sides. The design speed is 65 miles per hour and the posted speed limit would be 55 miles per hour. The BLM has identified Alternative A with Sub-alternative G as the preferred alternative route for the Sonoran Valley Parkway, including best management practices and mitigation measures. POSITIVE IMPACTS: The addition of a continuous, non-fragmented route would facilitate mobility for residents in the newly annexed SVPA and phased construction would accommodate projected future population growth. It is anticipated the Sonoran Valley Parkway, if constructed, would provide the BLM with improved management tools by enhancing opportunities to control vehicle entry into the SDNM from innumerable, unplanned primitive roads and wash vehicle route networks. NEGATIVE IMPACTS: An expanded transportation system may increase residential development and exacerbate air quality problems. Under the preferred alternative, ROW requirements would result in disturbance of more than 470 acres of soils and vegetation. The project footprint would impact washes and floodplains; however design features would preserve the form and function of the floodplain. Construction and operation would result in a moderate, long-term impact to wildlife species through decreased connectivity, habitat fragmentation, and individual mortality. Two designated wildlife movement corridors and habitat for the Sonoran Desert tortoise and the Tucson shovel-nosed snake are present within the project area. All action alternatives would adversely impact the Butterfield Overland Stage Route and the Juan Bautista de Anza National Historic Trail. The characteristics of the landscape would shift slightly due to the introduction of a paved parkway into a generally vacant landscape. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 130209, 584 pages, July 19, 2013 PY - 2013 KW - Land Use KW - Agency number: DOI-BLM-AZ-P020-2011-013-EIS KW - Cultural Resources KW - Desert Land KW - Floodplains KW - Highways KW - Monuments KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Arizona KW - Sonoran Desert KW - Sonoran Desert National Monument KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16394119?accountid=14244 L2 - http://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=2013-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SONORAN+VALLEY+PARKWAY+PROJECT%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=SONORAN+VALLEY+PARKWAY+PROJECT%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Phoenix, Arizona; DOI N1 - Date revised - 2013-10-01 N1 - SuppNotes - Draft. Preparation date: July 19, 2013 N1 - Last updated - 2013-11-01 ER - TY - RPRT T1 - STATE ROUTE 58 (SR-58) HINKLEY EXPRESSWAY PROJECT, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 16390110; 15806 AB - PURPOSE: The widening of State Route 58 (SR 58) from a two-lane conventional highway to a four-lane expressway near the unincorporated community of Hinkley within the Mojave Desert region of San Bernardino County, California is proposed. The project area begins 2.8 miles west of Hidden River Road and extends 8.9 miles to a point 0.7 miles east of Lenwood Road. The existing stretch of highway is experiencing traffic congestion and delays due to increasing truck traffic and limited passing opportunities. The sections of highway east and west of the project limit are four-lanes and this transition is the main cause of the bottleneck. The Hinkley Expressway would include 12-foot standard travel way lanes, 10-foot standard shoulder widths, a 78-foot-wide median and two interchanges (Hinkley Road and Lenwood Road). All entrance ramps would have two lanes at the local road and would transition to a single lane prior to merging onto the expressway. All exit ramps would have three-way stops at the exit ramp intersections with the local road. Four alternatives, including a No Build Alternative (Alternative 1) are considered in this final EIS. The preferred alternative (Alternative 2) would follow a new southerly alignment that diverges from the existing alignment two miles west of Valley View Road in a southeasterly direction to Valley View Road just south of Frontier Road, and continues along a gentle curve easterly from Valley View Road until rejoining the existing alignment at a point 0.75 miles east of Lenwood Road. The alignment would run approximately 0.5 mile south of the existing SR 58 alignment. Under Alternative 3, a new facility would run along the existing SR 58 alignment before diverging to the southeast just west of Mountain View Road for three miles. At the easterly end of the project limits, the alignment would be adjusted to avoid encroachment on the BNSF railroad. Under Alternative 4, the realignment and widening of SR 58 would occur slightly north of the existing SR 58. The new alignment would diverge from the existing alignment about 0.75 miles east of Frontier Road, running parallel to and approximately 0.5 miles north of the existing SR 58 alignment, and would converge with existing SR 58 at a point 0.75 miles east of Lenwood Road. The estimated cost of constructing the preferred alternative is $174.5 million. POSITIVE IMPACTS: The proposed Hinkley Expressway would correct an existing bottleneck, improve safety features, provide continuity with existing four-lane sections, and meet future traffic demand. NEGATIVE IMPACTS: Construction of the preferred alternative would disturb 742 acres of soil, remove 549.8 acres of vegetation, displace 61 acres of farmland, and increase the amount of impervious surface area by 107 acres. A total of 740.8 acres of wildlife habitat would be impacted, including 502.3 acres of habitat for desert tortoise and Mohave ground squirrel. Mitigation for loss of habitat for threatened species would be at a 5:1 ratio for impacts west of Hinkley Road and at a 3:1 ratio for impacts east of Hinkley Road. The alignment would cross areas of high sensitivity for paleontological resources and one property determined to be eligible for listing in the National Register of Historic Places would be impacted. Twenty-eight full and 65 partial acquisitions would displace 16 residential units and two businesses. Twenty representative receivers would experience substantial noise increases and the addition of a major facility to a rural landscape would impact community cohesion and character. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 130205, 894 pages, July 12, 2013 PY - 2013 KW - Roads and Railroads KW - Desert Land KW - Farmlands KW - Highway Structures KW - Highways KW - Noise KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Roads KW - Soils KW - Threatened Species (Animals) KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - California KW - Mojave Desert KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16390110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2013-10-01 N1 - SuppNotes - Final. Preparation date: July 12, 2013 N1 - Last updated - 2013-10-30 ER - TY - RPRT T1 - VAN NESS AVENUE BUS RAPID TRANSIT PROJECT, CITY AND COUNTY OF SAN FRANCISCO, CALIFORNIA. AN - 16379556; 15801 AB - PURPOSE: The implementation of bus rapid transit (BRT) improvements along a two-mile stretch of Van Ness Avenue, from Lombard Street in the north to Mission Street in the south, San Francisco, California is proposed. Van Ness Avenue is a major north to south corridor for the eastern part of San Francisco. The Muni bus routes that travel along Van Ness Avenue provide regional transit connections to Bay Area Rapid Transit (BART), AC Transit, Caltrain, and SamTrans. Golden Gate Transit (GGT) also provides service along Van Ness Avenue. The Van Ness Avenue BRT project is intended to address numerous citywide needs, including reversing trends towards declining transit mode share, lowering transit productivity, and escalating operating costs. This final EIS addresses a No Build Alternative (Alternative 1), three build alternatives, and the locally preferred alternative (LPA) selected by the project proponents to be carried forward for approval and subsequent construction. Alternative 2 would provide a dedicated bus lane, or transitway, in the right-most lane of Van Ness Avenue located adjacent to the existing curbside parking area. Under Alternative 3, the transitway would be comprised of two side-by-side, dedicated bus lanes located in the center of the roadway in between two medians. Alternative 4 would provide a transitway in the center of the roadway comprised of a single, 14-foot-wide median flanked by dedicated northbound and southbound bus lanes. Both center-running alternatives (Alternatives 3 and 4) contain a design option (Design Option B) which would eliminate all but one northbound left turn (at Lombard Street) and all but one southbound left turn (at Broadway) in the project corridor. The LPA is a combination and refinement of the center-running alternatives with limited left turns (Alternatives 3 and 4 with Design Option B) and is referred to as Center-Lane BRT with Right-Side Boarding/Single Median and Limited Left Turns. The LPA retains the high-performance features of Alternatives 3 and 4 (e.g., maximum transit priority, fewest conflicts), while avoiding the need to acquire left-right door vehicles or remove the entire existing median. Under the LPA, BRT vehicles would run alongside a single median for most of the corridor, similar to Alternative 4; however, at station locations, BRT vehicles would transition to the center of the roadway, allowing right-side loading at station platforms as under Alternative 3. The LPA includes a design variant to be decided at the time of project approval which would include a northbound transit station at Vallejo Street. Cost of the LPA is estimated at $125.6 million. Construction is planned to begin in 2016 and last 20 months. POSITIVE IMPACTS: The BRT improvements would raise the cost effectiveness of Muni services and the operational efficiency of the citys transit-preferential streets roadway network. Under the LPA, Muni operating resources in the BRT corridor could see a savings of 28 percent relative to the No Build Alternative because fewer buses could provide the same service frequency. NEGATIVE IMPACTS: Construction activity would generate nitrogen oxide emissions, but control measures would reduce this impact to a less than significant level. Under the LPA, 105 parking spaces would be removed along Van Ness Avenue. The BRT system would result in traffic circulation impacts at up to five intersections along Gough and Franklin streets. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). JF - EPA number: 130200, Volume I--718 pages, Volume II--478 pages, July 12, 2013 PY - 2013 KW - Roads and Railroads KW - Central Business Districts KW - Motor Vehicles KW - Parking KW - Rapid Transit Systems KW - Roads KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379556?accountid=14244 L2 - http://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=2013-07-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VAN+NESS+AVENUE+BUS+RAPID+TRANSIT+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA.&rft.title=VAN+NESS+AVENUE+BUS+RAPID+TRANSIT+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2013-10-01 N1 - SuppNotes - Final. Preparation date: July 12, 2013 N1 - Last updated - 2013-10-30 ER - TY - JOUR T1 - Evaluating Alternative Pavement Marking Materials AN - 1567042300; 201423242 AB - On federally funded projects, the Federal Highway Administration wants state highway maintenance engineers to justify their choice of pavement marking material and show how it is better than alternative materials in the application environment in which it is being proposed. However, a convenient method of conducting such a comparison is not available. In this study, a model is described which allows comparison of the relative value of alternative pavement marking materials given the existing conditions at the application site such as pavement surface type, remaining pavement service life, traffic volume, line type, and line color. The model compares alternative pavement marking materials in terms of their benefit-cost ratio over the useful life of the material. The model was developed from approximately 3,500 readings of retroreflectivity on 40 mil and 90 mil thermoplastic, tape, and inverted profile pavement marking material on Interstate highways in Louisiana. Its use is demonstrated in sample applications. [Reprinted by permission of Sage Publications Inc., copyright holder.] JF - Public Works Management & Policy AU - Fu, Haoqiang AU - Wilmot, Chester G AD - Louisiana Department of Transportation and Development, LA, USA Y1 - 2013/07// PY - 2013 DA - July 2013 SP - 279 EP - 297 PB - Sage Publications, Thousand Oaks CA VL - 18 IS - 3 SN - 1087-724X, 1087-724X KW - retroreflectivity pavement markers evaluation KW - Engineers KW - Management KW - Services KW - Profiles KW - Louisiana KW - Highways KW - Repair and Maintenance KW - article KW - 9261: public policy/administration; public policy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1567042300?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%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+Works+Management+%26+Policy&rft.atitle=Evaluating+Alternative+Pavement+Marking+Materials&rft.au=Fu%2C+Haoqiang%3BWilmot%2C+Chester+G&rft.aulast=Fu&rft.aufirst=Haoqiang&rft.date=2013-07-01&rft.volume=18&rft.issue=3&rft.spage=279&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/10.1177%2F1087724X12451844 LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2014-10-01 N1 - Number of references - 30 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Highways; Louisiana; Engineers; Profiles; Repair and Maintenance; Services; Management DO - http://dx.doi.org/10.1177/1087724X12451844 ER - TY - JOUR T1 - A study of relative efficiency between privatised and publicly operated US ports AN - 1417541023; 2011-463887 AB - This study identifies and compares the financial performance of privatised ports with non-privatised ports using the stochastic frontier profit function and panel data regression analysis. The goal of privatisation is to improve capital utilisation, sharpen managerial incentives and reduce bureaucratic waste. Given the arguments in favour of private ownership, the question is whether privatised ports satisfy the expectation of higher profitability. US ports are unique compared to foreign counterparts, with organisational forms ranging from purely public to landlord to private. To assess relative efficiency, we obtain data from the Public Ports Finance Survey for the period 1997 to 2006. Our findings support the argument that private sector involvement has a positive impact on port efficiency in terms of its financial performance. When price of output, capital intensity, cost of labour and size are controlled for, we see greater profit margins in landlord ports. Adapted from the source document. JF - Maritime Policy & Management AU - Wang, Grace Wenyao AU - Knox, Kris Joseph AU - Lee, Paul Tae-Woo AD - Department of Maritime Administration, Texas A&M University at Galveston, Galveston, TX, USA Y1 - 2013/07// PY - 2013 DA - July 2013 SP - 351 EP - 366 PB - Routledge/Taylor & Francis, London UK VL - 40 IS - 4 SN - 0308-8839, 0308-8839 KW - Transportation and transportation policy - Maritime and inland water transport KW - Business and service sector - Business finance KW - Economic conditions and policy - Property and wealth KW - Economic conditions and policy - Economic policy, planning, and development KW - Economic conditions and policy - Economic theory KW - Education and education policy - Statistics, research, research methods, and research support KW - Cost KW - United States KW - Finance KW - Prices KW - Privatization KW - Surveys KW - Profits KW - Capital KW - Ports KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1417541023?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=Maritime+Policy+%26+Management&rft.atitle=A+study+of+relative+efficiency+between+privatised+and+publicly+operated+US+ports&rft.au=Wang%2C+Grace+Wenyao%3BKnox%2C+Kris+Joseph%3BLee%2C+Paul+Tae-Woo&rft.aulast=Wang&rft.aufirst=Grace&rft.date=2013-07-01&rft.volume=40&rft.issue=4&rft.spage=351&rft.isbn=&rft.btitle=&rft.title=Maritime+Policy+%26+Management&rft.issn=03088839&rft_id=info:doi/10.1080%2F03088839.2013.772669 LA - English DB - PAIS Index N1 - Date revised - 2013-08-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Ports; United States; Profits; Capital; Finance; Privatization; Cost; Prices; Surveys DO - http://dx.doi.org/10.1080/03088839.2013.772669 ER - TY - RPRT T1 - SAN DIEGO FREEWAY (I-405) IMPROVEMENT PROJECT, BETWEEN STATE ROUTE 73 AND INTERSTATE 605, ORANGE AND LOS ANGELES COUNTIES, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MAY 2012). AN - 16389990; 15786 AB - PURPOSE: Improvements to the mainline freeway and interchanges of Interstate 405 (I-405), also known as the San Diego Freeway, between 0.2-mile south of Bristol Street and 1.4 miles north of I-605, in Orange and Los Angeles counties, California are proposed. The 16-mile-long project corridor is primarily located in Orange County on I-405 and traverses the cities of Costa Mesa, Fountain Valley, Huntington Beach, Westminster, Garden Grove, Seal Beach, Los Alamitos, Long Beach, and the community of Rossmoor. I-405 is currently a controlled-access highway facility, with eight to 12 mixed-flow general purpose lanes and two high-occupancy vehicle (HOV) lanes, which is over capacity and subject to traffic congestion and travel delays. By 2040, traffic is projected to grow by 30 to 35 percent and delays are expected to worsen. Fifteen local street interchanges and three freeway-to-freeway interchanges are within the limits of the proposed project improvements. Four alternatives, including a No Build Alternative, were evaluated in the draft EIS of May 2012. Alternative 1 would add a single general purpose lane in each direction on I-405 from Euclid Street to the I-605 interchange and provide a full standard highway cross section, with 12-foot-wide mainline travel lanes. Alternative 2 would add two general purpose lanes in each direction on I-405 from Brookhurst/Euclid Streets to the I-605 interchange and provide nonstandard highway cross sections with 11-foot-wide mainline travel lanes from Seal Beach Boulevard to SR-22 to avoid Naval Weapons Station Seal Beach. Alternative 3 would add one general purpose lane in each direction on I-405 from Euclid Street to the I-605 interchange, plus add a tolled express lane in each direction of I-405 from SR-73 to SR-22 East. The tolled express lane and the existing HOV lanes would be managed jointly as a tolled express facility with two lanes in each direction from SR-73 to I-605. All of the build alternatives would require relocation of existing utilities and complete replacement of 16 local street overcrossings and a pedestrian bridge over I-405. This draft supplemental EIS provides new traffic information for areas north of the limits of the proposed freeway capacity enhancement in Orange County. The traffic information addresses the traffic changes in the Long Beach area along SR-22/7th Street, I-405, and I-605, and at their local interchanges and nearby intersections due to the proposed build alternatives. Construction would last 48 to 54 months and preliminary cost estimates for the build alternatives are estimated at $1.3 billion, $1.4 billion, and $1.7 billion, respectively. POSITIVE IMPACTS: The proposed project would relieve congestion and improve operational efficiency on I-405 between SR-73 and I-605. Adverse cumulative effects at Long Beach area intersections would be minimized through a program of improvements and the Orange County Transportation Authority would make payments to the City of Long Beach based on a cooperative agreement to be negotiated and executed between the parties. NEGATIVE IMPACTS: Alternatives 1, 2, and 3 would contribute to adverse cumulative effects in the opening year 2020 at two, five, and three Long Beach area intersections, respectively. In the design year 2040, Alternatives 1, 2, and 3 would contribute to adverse cumulative effects at four, nine, and seven Long Beach area intersections, respectively. A cooperative agreement will identify the projects fair share of the costs for the improvements at intersections owned by the City of Long Beach based on the preferred alternative. 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: 130185, Draft Supplemental EIS--213 pages, June 28, 2013 PY - 2013 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Roads KW - Standards KW - Traffic Analyses KW - Transportation KW - Vegetation 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/16389990?accountid=14244 L2 - http://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=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Irvine, California; DOT N1 - Date revised - 2013-10-01 N1 - SuppNotes - Draft. Preparation date: June 28, 2013 N1 - Last updated - 2013-10-21 ER - TY - RPRT T1 - GRAVINA ACCESS PROJECT, KETCHIKAN, KETCHIKAN GATEWAY BOROUGH, ALASKA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 2004). AN - 16375572; 15785 AB - PURPOSE: The completion of a federally-funded transportation infrastructure project to improve public access between Revillagigedo Island and Gravina Island in Ketchikan Gateway Borough, Alaska is proposed. The two islands are separated by Tongass Narrows, a 13-mile-long waterway that varies in width from 0.25 mile to one mile. Most of the Boroughs 13,000 residents live on Revillagigedo Island, whose major communities are Ketchikan and Saxman. Currently, there is no surface transportation link between the islands and primary public access is provided by an airport ferry that transports vehicles, bicycles, and pedestrians from a terminal on Revillagigedo Island to the Ketchikan International Airport on Gravina Island. The final EIS of July 2004 for the Gravina Access Project identified a preferred alternative (Alternative F1) which involved construction of two bridges across the East and West channels of Tongass Narrows, with a roadway link on Pennock Island and a highway connection to Ketchikan International Airport on Gravina Island. Following the September 2004 Record of Decision, construction of the highway connection, known as the Gravina Island Highway, was completed in 2008. Due to rapidly escalating costs, alternatives for the Gravina Access Project are being reexamined. This draft supplemental EIS considers six action alternatives and a No Action Alternative. The action alternatives include one bridge alternative that would cross Tongass Narrows near the airport (Alternative C3-4), one bridge alternative that would cross Pennock Island (Alternative F3), three ferry alternatives that would supplement the existing airport ferry service (Alternatives G2, G3, and G4), and one ferry alternative that would make improvements to the existing airport ferry facilities (Alternative G4v). All of the action alternatives include roadway improvements on Gravina Island to enhance the transportation links to developable land. Under Alternative C3-4, the bridge across Tongass Narrows would be 48 feet wide and 4,190 feet long. The main span of the bridge would have a vertical navigational clearance of 200 feet above mean higher high water (MHHW) and a horizontal navigational clearance of 550 feet. Under Alternative F3, two bridges would cross the two channels of Tongass Narrows via Pennock Island. The East Channel bridge would be 1,985 feet long and would have a vertical navigational clearance of 60 feet above MHHW and a horizontal navigational clearance of approximately 350 feet. The West Channel bridge would be 2,470 feet long and would have a vertical navigational clearance of 200 feet above MHHW and a horizontal navigational clearance of 550 feet. Each ferry alternative would include purchase of two new ferry vessels and construction of a new ferry terminal on each side of Tongass Narrows, as well as continued operation and maintenance of the existing airport ferry service. Alternative G2 would include new ferry service between Peninsula Point on Revillagigedo Island and Lewis Point on Gravina Island. Alternative G3 would include new ferry service between Ketchikan (near the Plaza Mall at Bar Point) on Revillagigedo Island and a location near Clump Cove on Gravina Island. Under Alternative G4, new ferry terminals would be located adjacent to the existing ferry terminals and new ferries would operate on an adjacent ferry route from Charcoal Point on Revillagigedo Island to the airport on Gravina Island. Under Alternative G4v, additional ferry service and terminals adjacent to the existing ferry service and terminals would be provided only when increased demand warrants additional service. Construction costs for Alternative C3-4 and Alternative F3 are estimated to be $223 million and $276 million, respectively. Total life costs are estimated at $391 million ($335 million with a toll) and $576 million ($531million with a toll), respectively. Construction costs for Alternatives G2, G3, G4, and G4v are estimated to be $81 million, $70 million, $62 million, and $23 million, respectively. Total life costs for the ferry alternatives are estimated at $1.1 to $1.3 billion without toll or $712 to $879 million with toll. POSITIVE IMPACTS: Project completion would improve access to the airport and to developable land on Gravina Island, thereby enhancing convenience for residents and the long-term economic situation on Gravina Island. NEGATIVE IMPACTS: The bridge alternatives would remove 13 to 33 acres of wetland habitat and two to 10 acres of upland habitat. The ferry alternatives would remove 13 to 23 acres of wetland habitat. Essential fish habitat losses would range from 0.1 to 15.3 acres for all alternatives. Alternative C3-4 would require two residential and six commercial relocations. Alternative G2 would require two commercial relocations. The bridge associated with Alternative C3-4 would affect navigable airspace for Ketchikan International Airport, obstruct flight under normal visual flight rules and could greatly reduce the effectiveness of special visual flight rules for seaplane operators. Alternative F3 bridges would affect seaplane operations and alter cruise ship navigation patterns. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Transportation Equity Act for the 21st Century. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0060D Volume 28, Number 1 and 05-0102F, Volume 29, Number 1, respectively. JF - EPA number: 130184, Draft supplemental EIS--446 pages, Appendices--244 pages, June 28, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-03-01-F/67698 KW - Biologic Assessments KW - Bridges KW - Cost Assessments KW - Ferries KW - Islands KW - Navigation KW - Relocations-Property Acquisitions KW - Roads KW - Streams KW - Transportation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alaska 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 10 Permits KW - Transportation Equity Act for the 21st Century, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375572?accountid=14244 L2 - http://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=2013-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+2004%29.&rft.title=GRAVINA+ACCESS+PROJECT%2C+KETCHIKAN%2C+KETCHIKAN+GATEWAY+BOROUGH%2C+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2013-10-01 N1 - SuppNotes - Draft. Preparation date: June 28, 2013 N1 - Last updated - 2013-10-21 ER - TY - RPRT T1 - MODERNIZATION AND ENHANCEMENT OF RANGES, AIRSPACE, AND TRAINING AREAS IN THE JOINT PACIFIC ALASKA RANGE COMPLEX, ALASKA. AN - 1443362083; 15782 AB - PURPOSE: The modernization and enhancement of ranges, airspace, and training areas within the Joint Pacific Alaska Range Complex (JPARC) are proposed. The JPARC consists of all land, air, and sea training areas used by the Army, Navy, and Air Force in Alaska to support joint exercises and mission rehearsals. This includes, but is not limited to, the ranges, training areas, restricted airspace, and military operations areas (MOAs) associated with: Fort Greely; Fort Wainwright; Joint Base Elmendorf-Richardson; Eielson Air Force Base; Donnelly, Tanana Flats, Yukon, Gerstle River, and Black Rapids training areas; and the U.S. Navys Temporary Maritime Activities Area located in the Gulf of Alaska. MOAs are airspace designated to separate certain nonhazardous military activities from non-military aircraft and are not always in use. Today, the JPARC is composed of: 65,000 square miles of available airspace; 2,490 square miles of land space with 1.5 million acres of maneuver land; and 42,000 square nautical miles of sea and air space in the Gulf of Alaska. JPARC, under its current configuration, can no longer fully meet the training and testing requirements for forces stationed in, and exercises occurring in and near, Alaska. This final EIS addresses proposed projects and activities with varying degrees of specificity. Action alternatives are evaluated against a No Action Alternative for 12 proposed actions. Generally, the proposals involve expanding and/or establishing new MOAs, restricted airspace, airspace corridors, expanding access to training areas, and developing new ranges and facilities to provide adequate resources to conduct training and testing under realistic and varied conditions. Six definitive projects are evaluated. The preferred alternatives would: 1) expand the existing Fox 3 MOA and establish a new, adjacent Paxon MOA to better accommodate low-altitude threat and multi-axis aircraft training mission requirements; 2) expand restricted airspace in the Oklahoma Impact Area in order to use existing targets for realistic live ordinance delivery (RLOD); 3) establish a larger restricted area over the existing battle area complex and the combined arms collective training facility; 4) expand the R-2205 restricted area to include the digital multipurpose training range within the Yukon Training Area; 5) extend the JPARC MOAs operating hours to accommodate night joint training; and 6) establish seven new restricted airspace corridors for unmanned aerial vehicle access. The following projects are evaluated on a programmatic basis: 1) enhancement of ground maneuver space; 2) roadway access for the Tanana Flats Training Area; 3) a joint air-ground integration complex; 4) intermediate staging bases; 5) missile live fire for AIM-9 and AIM-120 missile systems in the Gulf of Alaska; and 6) a joint precision airdrop system. The programmatic documentation will provide baseline information, project site selection and development criteria, and requirements prompting either additional studies or studies tiered from this JPARC Modernization and Enhancement EIS. POSITIVE IMPACTS: Modernizations and enhancements would enable realistic joint training and testing to support emerging technologies, respond to recent battlefield experiences, and train with tactics and new weapons systems to meet combat and national security needs. NEGATIVE IMPACTS: The proposed actions would increase the use of military land and associated restricted airspace for both hazardous and non-hazardous training, particularly on the Donnelly, Yukon, and Tanana Flats training areas. Cumulatively, these would reduce the time available for non-military uses throughout the JPARC training areas from about 80 percent down to less than 50 percent annually. The expanded Fox 3 MOA, the new Paxon MOA, and the expansion for RLOD would limit civilian aircraft traffic with potential impacts to subsistence activities, the tourism industry, and commercial aviation access. Expanded operations would increase subsonic noise levels on the ground, increase the potential for aircraft mishaps and bird-aircraft strike hazards, and expose wildlife to overflight by military aircraft flying as low as 500 feet above ground level. Impacts on biological resources would be substantial within portions of Donnelly Training Area. Recreational use in popular locations would be impacted by intermittent, intensive, and repetitive aircraft overflights. JF - EPA number: 130181, Final EIS--896 pages, Appendices--670 pages, Review Process and Public Hearing Summary--462 pages, Comments and Responses--1,284 pages, June 28, 2013 PY - 2013 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Environmental Justice KW - Helicopters KW - Military Facilities (Air Force) KW - Military Facilities (Army) KW - Military Operations (Air Force) KW - Military Operations (Army) KW - Military Operations (Coast Guard) KW - Military Operations (Joint) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Munitions KW - Noise Assessments KW - Recreation Resources KW - Roads KW - Ships KW - Sonic Booms KW - Subsistence KW - Weapon Systems KW - Alaska KW - Eielson Air Force Base Alaska KW - Fort Greely Alaska KW - Fort Wainwright Alaska KW - Gulf of Alaska KW - Joint Base Elmendorf-Richardson Alaska UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1443362083?accountid=14244 L2 - http://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=2013-06-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MODERNIZATION+AND+ENHANCEMENT+OF+RANGES%2C+AIRSPACE%2C+AND+TRAINING+AREAS+IN+THE+JOINT+PACIFIC+ALASKA+RANGE+COMPLEX%2C+ALASKA.&rft.title=MODERNIZATION+AND+ENHANCEMENT+OF+RANGES%2C+AIRSPACE%2C+AND+TRAINING+AREAS+IN+THE+JOINT+PACIFIC+ALASKA+RANGE+COMPLEX%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Defense, Alaskan Command, Jber, Alaska; ARMY N1 - Date revised - 2013-10-01 N1 - SuppNotes - Final. Preparation date: June 28, 2013 N1 - Last updated - 2013-10-21 ER - TY - RPRT T1 - SUNZIA SOUTHWEST TRANSMISSION PROJECT, LINCOLN, SOCORRO, SIERRA, LUNA, GRANT, HIDALGO, AND/OR TORRANCE COUNTIES IN NEW MEXICO; AND GRAHAM, GREENLEE, COCHISE, PINAL, AND/OR PIMA COUNTIES IN ARIZONA. AN - 16386816; 15763 AB - PURPOSE: The issuance of a right-of-way (ROW) grant for the construction and operation of two 500-kilovolt (kV) transmission lines that would extend 500 miles from Lincoln County, New Mexico to Pinal County, Arizona is proposed. SunZia Transmission, LLC is seeking the grant from the Bureau of Land Management (BLM) for parts of the proposed route that would cross public land. One of the 500-kV transmission lines would be constructed and operated as an alternating current facility; the other transmission line could be either an alternating current or direct current facility. The requested ROW width would typically be 400 feet, but could be up to 1,000 feet, depending on design variation with local conditions. Based on a typical span of 1,400 feet, three to four transmission line structures per mile would be required for each of the two lines, with typical structure heights of 135 feet and ranging from 100 to 175 feet. The proposed project would include the construction of the SunZia East 500-kV Substation at the projects eastern terminus in Lincoln County and up to three intermediate substations on private or state lands: Midpoint Substation, Lordsburg Substation, and Willow 500-kV Substation. The Pinal Central Substation, at the projects western terminus, has already received regulatory approval and will be constructed by Salt River Project and other entities. The lengths of various alternative routes considered and evaluated in this final EIS range between 460 miles and 530 miles. The length of the BLM preferred alternative is 515 miles, including an estimated 185 miles located on federally-administered lands. Starting at the SunZia East Substation, the preferred alternative route proceeds west into Torrance and Socorro counties, and crosses the Rio Grande near the town of Socorro. Turning south along the Interstate 25 (I-25) corridor, the route continues through Sierra and Luna counties toward the Midpoint Substation site near Deming, New Mexico. It then proceeds west through Luna, Grant, and Hidalgo counties in New Mexico and Greenlee and Graham counties in Arizona, along the I-10 corridor, toward the Willow Substation site. From there, the route proceeds southwest through Graham and Cochise counties in Arizona, along the I-10 highway corridor, and crosses the San Pedro River north of Benson. The route proceeds north on the west side of the San Pedro River towards Oracle through Cochise and Pima counties, and continues west through Pinal County toward I-10, then turns to the north, before heading west toward the Pinal Central Substation. Project approval would involve amendment of the BLMs Socorro and Mimbres resource management plans for required modifications to visual resource management objectives and ROW avoidance area management. POSITIVE IMPACTS: Up to 4,500 megawatts of additional transfer capacity would relieve existing transmission congestion and allow additional electricity to be generated and transported to western power markets and load centers in the Desert Southwest. The project would be colocated with areas of undeveloped renewable resource potential to provide a path for energy delivery. Approximately 273 miles of the route would be parallel to existing or designated utility corridors. NEGATIVE IMPACTS: Construction would disturb habitat for sensitive plants and invertebrates. The transmission lines could interfere with sandhill crane and waterfowl migration routes and lead to increased bird-power line collision risk, but a substantial effect at the population level is unlikely for any species. Habitat disturbance could impact southwestern willow flycatcher, yellow-billed cuckoo, northern Aplomado falcon, Rio Grande silvery minnow, desert bighorn sheep, Tucson shovel-nosed snake, and desert tortoise. Cultural resources that could be impacted include seven known early habitation sites, the McClellan Wash Archaeological District, and the El Camino Real, Butterfield, Gila, Janos Copper, Zuniga, Southern Pacific Mail, and General Cookes Wagon Road/Mormon Battalion trails. In addition to visual impacts to dispersed residences, views from the Peloncillo Mountains and Rincon Mountains wilderness areas, and portions of the Stallion, Veranito, Presilla, and Peloncillo Mountains wilderness study areas in New Mexico would be changed. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). JF - EPA number: 130162, Final EIS--1,050 pages, Appendices--2,609 pages, Map Volume--36 maps, June 14, 2013 PY - 2013 KW - Energy KW - Agency number: DES 12-26 KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Cultural Resources KW - Cultural Resources Surveys KW - Electric Power KW - Fish KW - Historic Sites KW - Rivers KW - Trails KW - Transmission Lines KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wildlife KW - Wildlife Habitat KW - Arizona KW - New Mexico KW - Rio Grande KW - Federal Land Policy and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386816?accountid=14244 L2 - http://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=2013-06-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SUNZIA+SOUTHWEST+TRANSMISSION+PROJECT%2C+LINCOLN%2C+SOCORRO%2C+SIERRA%2C+LUNA%2C+GRANT%2C+HIDALGO%2C+AND%2FOR+TORRANCE+COUNTIES+IN+NEW+MEXICO%3B+AND+GRAHAM%2C+GREENLEE%2C+COCHISE%2C+PINAL%2C+AND%2FOR+PIMA+COUNTIES+IN+ARIZONA.&rft.title=SUNZIA+SOUTHWEST+TRANSMISSION+PROJECT%2C+LINCOLN%2C+SOCORRO%2C+SIERRA%2C+LUNA%2C+GRANT%2C+HIDALGO%2C+AND%2FOR+TORRANCE+COUNTIES+IN+NEW+MEXICO%3B+AND+GRAHAM%2C+GREENLEE%2C+COCHISE%2C+PINAL%2C+AND%2FOR+PIMA+COUNTIES+IN+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Santa Fe, New Mexico; DOI N1 - Date revised - 2013-10-01 N1 - SuppNotes - Final. Preparation date: June 14, 2013 N1 - Last updated - 2013-10-04 ER - TY - RPRT T1 - CHICAGO TO COUNCIL BLUFFS - OMAHA REGIONAL PASSENGER RAIL SYSTEM PLANNING STUDY, ILLINOIS, IOWA AND NEBRASKA. AN - 16393213; 15750 AB - PURPOSE: The expansion of intercity passenger rail service from Chicago, Illinois, to Council Bluffs, Iowa and Omaha, Nebraska is proposed. Between 2000 and 2010, the Chicago and Omaha/Council Bluffs metropolitan areas have seen growth of 3.3 and 20.7 percent, respectively. The predominant mode of travel in the region is the automobile and highway access between Chicago and Omaha is provided through Interstate 80 (I-80) and I-88, as well as a number of federal and state highways. This Chicago to Council Bluffs-Omaha Regional Passenger Rail System Planning Study Tier 1 EIS focuses on broad corridor and service level issues, while subsequent Tier 2 analyses will focus on the details of a specific project or action. The study corridor consists of five previously established passenger rail routes and the study area for each route is approximately 500 miles long and 500 feet wide. In Illinois, the study area runs generally west from Chicago Union Station, to the Mississippi River and, depending on the route, is a distance of between 150 and 250 miles. In Iowa, the study area runs west from the Mississippi River for approximately 300 miles across the entire state of Iowa to the Missouri River. In Nebraska, the study area terminates in Omaha, which is located at the Missouri River, the eastern border of the state. This Tier 1 final EIS evaluates a No Build Alternative and the Build Alternative. The No Build Alternative would consist of current operations as well as the independently planned construction of passenger rail service from Chicago to Moline, referred to as the Chicago to Quad Cities Expansion Program, which would include operation of two round-trips per day at speeds of up to 79 miles per hour (mph). The Build Alternative, which is the preferred alternative, consists of the improvements associated with Route Alternative 4-A to accommodate up to seven round-trip passenger trains per day at maximum speeds of up to 110 mph. The Build Alternative is approximately 475 miles long and consists of tracks currently owned and operated by four rail carriers between Chicago and Omaha. The BNSF and Iowa Interstate railways own and operate the vast majority of trackage in the study area, while Amtrak and Union Pacific Railroad (UP) own and operate relatively short distances within the metropolitan areas of Chicago, Des Moines, and Omaha/Council Bluffs. The Build Alternative would include construction of new main track, sidings, and connection tracks; upgrades to existing track to enable faster passenger train speeds and the desired passenger train service reliability; and installation of wayside signaling systems. The proposed passenger rail service would continue to use existing Amtrak long-distance or Illinois-state-sponsored service stations at Chicago Union Station, La Grange Road, Naperville, Plano, Mendota, and Princeton, Illinois; and potentially at Omaha, Nebraska. New stations or reuse and modification of existing or past stations are proposed at Geneseo and Moline, Illinois; Iowa City, Grinnell, Des Moines, Atlantic, and Council Bluffs, Iowa; and potentially Omaha, Nebraska. Approximately 850 at-grade roadway crossings would need to be improved to meet safety standards. POSITIVE IMPACTS: The proposed project would decrease travel times between major urban centers, increase the frequency of trains, and improve reliability of service. A competitive intercity passenger rail service would provide an option to highway and air travel in the face of a growing and aging population and increasing congestion on highways and airports. The Build Alternative is projected to divert 919,500 automobile trips, 218,500 bus passenger trips, and 27,500 plane passenger trips per year. NEGATIVE IMPACTS: The addition of parallel track and siding would displace 3,190 acres of prime farmland and 840 acres of statewide important farmland. The Build Alternative would cross, or otherwise impact, 104,150 linear feet of streams, 238 acres of wetland, 1,657 acres of floodplain, and 178 acres of terrestrial habitat. The potential impact area includes 60 historic properties, 44 parks, 21 recreation areas, and eight refuges. One or more new bridge structures could be needed across the Missouri River, which is suitable habitat for the federally endangered pallid sturgeon. The Build Alternative is projected to result in 1.7 new noise impacts per mile and 7.0 new vibration impacts per mile. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 130149, 996 pages, June 7, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Creeks KW - Cultural Resources KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Forests KW - Historic Sites KW - Noise KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Iowa KW - Nebraska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16393213?accountid=14244 L2 - http://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=2013-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+TO+COUNCIL+BLUFFS+-+OMAHA+REGIONAL+PASSENGER+RAIL+SYSTEM+PLANNING+STUDY%2C+ILLINOIS%2C+IOWA+AND+NEBRASKA.&rft.title=CHICAGO+TO+COUNCIL+BLUFFS+-+OMAHA+REGIONAL+PASSENGER+RAIL+SYSTEM+PLANNING+STUDY%2C+ILLINOIS%2C+IOWA+AND+NEBRASKA.&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 - 2013-09-01 N1 - SuppNotes - Final. Preparation date: June 7, 2013 N1 - Last updated - 2013-09-19 ER - TY - RPRT T1 - HONOLULU RAIL TRANSIT PROJECT (FORMERLY THE HONOLULU HIGH-CAPACITY TRANSIT CORRIDOR PROJECT), CITY AND COUNTY OF HONOLULU, OAHU, HAWAII (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2010). AN - 16392182; 15758 AB - PURPOSE: Construction of the Honolulu Rail Transit Project, a 20-mile elevated fixed guideway transit system extending from East Kapolei to Ala Moana Center, on the Island of Oahu, Hawaii is proposed. A final EIS was issued in June 2010 and a subsequent Record of Decision documented the selection of the Airport Alternative. The U.S. District Court for the District of Hawaii issued a summary judgment order dated November 1, 2012 requiring supplementation of the final EIS with regard to the analysis of whether the Beretania Street Tunnel Alternative was feasible and prudent. This draft supplemental EIS includes a re-evaluation of the Beretania Street Tunnel Alternative and reconsiders the no use determination for the Mother Waldron Neighborhood Park and Playground. Mother Waldron Neighborhood Park is a 3.4-acre urban park and Mother Waldron Playground is the 1.5-acre remnant of a 1.8-are historic playground site built by the Works Progress Administration in 1937. The re-evaluation concludes that the Beretania Street Tunnel Alternative would be imprudent due to the use of other Section 4(f) properties, settlement risks from tunnel construction, and environmental effects related to visual resources, historic architecture, and traffic and business disruption. The overall extraordinary increase in the cost of the alternative would be the overwhelming factor making the alternative imprudent. The project will not substantially impair the significant historic or recreational activities, features, and attributes of Mother Waldron Neighborhood Park and Playground. POSITIVE IMPACTS: Implementation would improve mobility for travelers who face increasingly severe traffic congestion, improve transportation system reliability, provide accessibility to new development in the Ewa-Kapolei-Makakilo area and improve transportation equity for all travelers. NEGATIVE IMPACTS: The project would use land from historic properties, but it would not alter or physically affect any historic buildings. The project would have visual and setting effects to the historic buildings. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 10-0461D, Volume 34, Number 2 and 10-0476F, Volume 34, Number 2, respectively. JF - EPA number: 130157, 230 pages, June 7, 2013 PY - 2013 KW - Roads and Railroads KW - Historic Sites KW - Parks KW - Rapid Transit Systems KW - Recreation Facilities KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Hawaii KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16392182?accountid=14244 L2 - http://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=2013-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HONOLULU+RAIL+TRANSIT+PROJECT+%28FORMERLY+THE+HONOLULU+HIGH-CAPACITY+TRANSIT+CORRIDOR+PROJECT%29%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+OAHU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.title=HONOLULU+RAIL+TRANSIT+PROJECT+%28FORMERLY+THE+HONOLULU+HIGH-CAPACITY+TRANSIT+CORRIDOR+PROJECT%29%2C+CITY+AND+COUNTY+OF+HONOLULU%2C+OAHU%2C+HAWAII+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2010%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2013-09-01 N1 - SuppNotes - Draft. Preparation date: June 7, 2013 N1 - Last updated - 2013-09-19 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 16391476; 15755 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and the current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This final EIS evaluates four alternatives: a No Build Alternative which would maintain the existing ferry terminal at a functional level; an existing site improvements alternative; the Elliot Point 1 Alternative, which would relocate the terminal to the eastern portion of the Mukilteo Tank Farm as part of an integrated multimodal center; and the preferred alternative (a modification of the Elliot Point 2 Alternative), which would develop the project on the western portion of the Mukilteo Tank Farm. The preferred alternative would involve construction of in-water facilities that include the features needed for the ferry berth. A new transfer span would be constructed, including hydraulic-lifting mechanisms and structures and a bridge seat foundation, as well as a new concrete trestle and bulkhead. Because there is no beach and the water is deeper at this location, the ferry slip would be close to the shore, which would allow the trestle to be shorter than other alternatives. The Tank Farm Pier, which includes 3,900 piles, would be removed. A channel about 500 feet wide by 100 feet long would be dredged through part of the area currently occupied by the pier to provide a navigation depth of 28 feet at an average lowest tide, which would require dredging to a depth of 30 feet. Under the pier, current depths are 15 to 35 feet. Approximately 19,500 cubic yards of material would be dredged for the channel. The existing ferry berth and all of its marine structures would be removed, including the Port of Everett fishing pier and day moorage. The fishing pier would be reconstructed as part of the new multimodal facility. First Street would be realigned and extended as a four-lane roadway, beginning on a retained fill structure from the new signalized intersection with SR 525, descending to near the existing grade at Front Street, and continuing to a signalized entrance to the new ferry terminal. The cost range for the preferred alternative is projected to be $125 to $135 million in year of expenditure dollars, including the costs of construction, right-of-way, and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity could have adverse impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 130154, Final EIS--379 pages, Appendices--949 pages, Technical Reports--CD-ROM, June 7, 2013 PY - 2013 KW - Roads and Railroads KW - Biologic Assessments KW - Cultural Resources Surveys KW - Demolition KW - Dredging KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 106 Statements KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16391476?accountid=14244 L2 - http://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=2013-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2013-09-01 N1 - SuppNotes - Final. Preparation date: June 7, 2013 N1 - Last updated - 2013-09-19 ER - TY - RPRT T1 - CENTRAL CORRIDOR LIGHT RAIL TRANSIT PROJECT, CONSTRUCTION-RELATED POTENTIAL IMPACTS ON BUSINESS REVENUE, BETWEEN DOWNTOWN MINNEAPOLIS AND DOWNTOWN ST. PAUL, MINNESOTA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2009). AN - 16379332; 15751 AB - PURPOSE: The construction-related impacts of the Central Corridor Light Rail Transit (LRT) Project along University Avenue between the downtown areas of St. Paul and Minneapolis, Minnesota are analyzed. The Central Corridor serves the heart of the Twin Cities metropolitan area and connects some of the largest traffic generators in the cities. Construction of Central Corridor LRT began in late 2009. As of May 2013, 92 percent of construction is complete, including all heavy construction and roadway and sidewalk reconstruction. Most of the LRT stations have been constructed with the exception of electrical work and station art which will be completed in 2013. On January 26, 2011, the U.S. District Court for the District of Minnesota held that the final EIS prepared for the project in June 2009 was deficient in its analysis of effects to business revenue as an adverse impact of construction of the Central Corridor LRT. Studies of construction-related impacts on business revenues have identified a number of factors that may contribute to loss of business revenue during project construction including loss of access, loss of parking, and reduced traffic flow. A draft supplemental EIS examined these construction-related impacts. Data from the Business Support Fund, a construction mitigation loan program administered by the City of Saint Paul, indicated that retail businesses experience between a 25 to 30 percent average monthly loss in revenues during construction. However, a final business mitigation program, currently in place and part of the selected LRT Alternative, includes $15.9 million dollars of assistance for businesses in the Central Corridor. This final supplemental EIS provides an update regarding the ongoing mitigation program and a summary of comments received after the draft supplemental EIS was released. Several mitigation programs will continue through the 2013 construction season and $13.3 million has been expended to date. POSITIVE IMPACTS: Construction contract incentives, project communication, parking assistance, business assistance programs, and additional amenities and improved aesthetics in the corridor have mitigated impacts to businesses. NEGATIVE IMPACTS: Major impacts expected and experienced by local businesses during construction include the ability of customers to navigate streets and sidewalks, and a reduction in automobile traffic during construction. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the final EIS, see 09-0307F, Volume 33, Number 3. JF - EPA number: 130150, 239 pages, June 7, 2013 PY - 2013 KW - Roads and Railroads KW - Central Business Districts KW - Economic Assessments KW - Motor Vehicles KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Minnesota KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379332?accountid=14244 L2 - http://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=2013-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+CORRIDOR+LIGHT+RAIL+TRANSIT+PROJECT%2C+CONSTRUCTION-RELATED+POTENTIAL+IMPACTS+ON+BUSINESS+REVENUE%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2009%29.&rft.title=CENTRAL+CORRIDOR+LIGHT+RAIL+TRANSIT+PROJECT%2C+CONSTRUCTION-RELATED+POTENTIAL+IMPACTS+ON+BUSINESS+REVENUE%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2009%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2013-09-01 N1 - SuppNotes - Final. Preparation date: June 7, 2013 N1 - Last updated - 2013-09-19 ER - TY - JOUR T1 - Asset management and safety assessment of levees and earthen dams through comprehensive real-time field monitoring AN - 1832601607; 712656-3 AB - Assessing the health of and maintaining civil infrastructure has been an increased concern in the wake of natural disasters such as Hurricane Katrina in 2005 and the summer 2007 flood events in the UK. The variability of properties within geotechnical systems makes predictions of soil behavior extremely difficult, especially when soil models are not calibrated with field-measured performance. Unfortunately the current state of the art in geotechnical system health assessment is either based on very expensive monitoring systems for real-time information or on periodic measurement of ground surface displacements. Accordingly, a need has arisen for a system capable of in situ, real-time monitoring of levees, embankments, and other earthen structures. The work presented herein highlights the development of novel, affordable sensing technologies for use in a framework to monitor, manage and ensure the safety of geotechnical infrastructure. MEMS (micro-electro-mechanical systems)-based in-place inclinometer system, Measurand's ShapeAccelArray (SAA), is now established as a sensing tool for simultaneous measurement of 3D soil acceleration and 3D ground deformation up to a depth of one hundred meters, with an accuracy of + or -1.5 mm per 30 m. Each sensor array is connected to a wireless sensor node to enable real-time monitoring as well as remote sensor configuration. This system is now being further developed to include digitally integrated pore pressure measurement in the form of vibrating wire piezometers equipped with microprocessors (called SAAPs). The SAAPs are able to convert vibrating wire data to digital data downhole, and they integrate easily into the SAA system. In situ testing was conducted in a levee in England subjected to significant tidal loading (up to 6 m of fluctuation during spring tides) through collaboration with the European Union's UrbanFlood project. In addition to the SAAs and SAAPs installed in three sections of the levee, the site was also instrumented with other sensors from Alert Solutions and TenCate, providing values for comparison. The likelihood of this levee to experience deformation and the density of instrumentation installed in the bank made this the ideal location to test the new SAAP system. The additional insight into subsurface behavior provided by the SAAPs is integral in the development of a comprehensive system for monitoring and management of civil infrastructure. The preliminary testing indicates the suitability of this new multi-parameter system for inclusion in a multi-scale monitoring and health assessment framework, which will be implemented in New Orleans, LA in 2012. Copyright 2012 Springer Science+Business Media Dordrecht JF - Geotechnical and Geological Engineering AU - Abdoun, T AU - Bennett, V AU - Desrosiers, T AU - Simm, J AU - Barendse, M Y1 - 2013/06// PY - 2013 DA - June 2013 SP - 833 EP - 843 PB - Springer, Dordrecht VL - 31 IS - 3 SN - 0960-3182, 0960-3182 KW - United States KW - civil engineering KW - site exploration KW - acceleration KW - England KW - Europe KW - Great Britain KW - urban environment KW - micro-electro-mechanical systems KW - foundations KW - earth dams KW - Champlain Canal KW - pore pressure KW - dams KW - tidal surges KW - gravity dams KW - flood control KW - bridges KW - real-time methods KW - soil mechanics KW - canals KW - monitoring KW - Western Europe KW - in situ KW - three-dimensional models KW - settlement KW - potentiometric surface KW - United Kingdom KW - levees KW - pressuremeters KW - New York KW - Lincolnshire England KW - soil-structure interface KW - safety KW - risk assessment KW - infrastructure KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1832601607?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%3Ageorefinprocess&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Geotechnical+and+Geological+Engineering&rft.atitle=Asset+management+and+safety+assessment+of+levees+and+earthen+dams+through+comprehensive+real-time+field+monitoring&rft.au=Abdoun%2C+T%3BBennett%2C+V%3BDesrosiers%2C+T%3BSimm%2C+J%3BBarendse%2C+M&rft.aulast=Abdoun&rft.aufirst=T&rft.date=2013-06-01&rft.volume=31&rft.issue=3&rft.spage=833&rft.isbn=&rft.btitle=&rft.title=Geotechnical+and+Geological+Engineering&rft.issn=09603182&rft_id=info:doi/10.1007%2Fs10706-012-9569-3 L2 - http://link.springer.com/journal/10706 LA - English DB - GeoRef N1 - Copyright - GeoRef in Process, Copyright 2017, American Geosciences Institute. After editing and indexing, this record will be added to Georef. Reference includes data supplied by Springer Verlag, Berlin, Federal Republic of Germany N1 - Number of references - 16 N1 - Document feature - illus. incl. 2 tables, sects. N1 - Last updated - 2017-01-24 N1 - SubjectsTermNotLitGenreText - acceleration; bridges; canals; Champlain Canal; civil engineering; dams; earth dams; England; Europe; field studies; flood control; foundations; gravity dams; Great Britain; in situ; infrastructure; levees; Lincolnshire England; micro-electro-mechanical systems; monitoring; New York; pore pressure; potentiometric surface; pressuremeters; real-time methods; risk assessment; safety; settlement; site exploration; soil mechanics; soil-structure interface; three-dimensional models; tidal surges; United Kingdom; United States; urban environment; Western Europe DO - http://dx.doi.org/10.1007/s10706-012-9569-3 ER - TY - JOUR T1 - Technology of Tunnel Through the Fault Fracture Zone AN - 1770347861; 18436997 AB - Mountain tunnel excavation often encountered in fault fracture zone, resulting in that big difficult of the excavation and support construction and vulnerable to accidents. Different construction methods have different degree of disturbance to surrounding rock and excavation-support measures should be regulated for weak ground. Only suitable construction method can assure the safety and quality of tunnel construction. It is the weak link of the construction of the tunnel. With Shijiashan2 tunnel, according to its geological characteristics, use the FLAC3D software to carry out numerical simulation. Comparing the conditions with or without the fault fracture zone and different working methods, achieve the influence of fault fracture zone to construction process and propose the appropriate advice of construction programs. JF - Journal of Wuhan University of Technology (Transportation Science & Engineering) AU - Zhang, Y AU - Liu, S AU - Lasng, S AU - Zhou, P AU - Yang, K AD - Xiangshan County Department of Transportation, Ningbo 315700, China Y1 - 2013/06// PY - 2013 DA - June 2013 SP - 529 EP - 532 PB - China Educational Publications Import and Export Corp., 15 Xueyuan Road Beijing 100083 China VL - 37 IS - 3 SN - 2095-3844, 2095-3844 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Computer programs KW - Computer simulation KW - Rock KW - Construction KW - Tunnels (transportation) KW - Excavation KW - Faults UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1770347861?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=Journal+of+Wuhan+University+of+Technology+%28Transportation+Science+%26+Engineering%29&rft.atitle=Technology+of+Tunnel+Through+the+Fault+Fracture+Zone&rft.au=Zhang%2C+Y%3BLiu%2C+S%3BLasng%2C+S%3BZhou%2C+P%3BYang%2C+K&rft.aulast=Zhang&rft.aufirst=Y&rft.date=2013-06-01&rft.volume=37&rft.issue=3&rft.spage=529&rft.isbn=&rft.btitle=&rft.title=Journal+of+Wuhan+University+of+Technology+%28Transportation+Science+%26+Engineering%29&rft.issn=20953844&rft_id=info:doi/10.3963%2Fj.issn.2095-3844.2013.03.019 LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-10-01 N1 - Last updated - 2016-04-04 DO - http://dx.doi.org/10.3963/j.issn.2095-3844.2013.03.019 ER - TY - JOUR T1 - Freight transport: data, models, and policies, challenges and future perspectives AN - 1426223807; 4473479 AB - These themes are, in fact, strictly linked and correlated. It is important to note that there are two distinct processes that could logically explain such correlation. In principle, the causality of the link should run from: (a) the policies decision-makers would like to implement given their set of objectives and constraints, to (b) the models needed to formally assess their implications and, finally, to (c) the data needed to empirically estimate the models developed and evaluate policies that are implemented. However, the causal nexus in practice often runs the opposite way. It goes from the data to the model and, not without a substantial degree of approximation, to the policies that are often implemented without a sound analytical base capable of predicting the most likely outcome. In fact, difficulty in obtaining relevant data (see McCabe et al., in this issue, Melo, forthcoming; Marcucci and Gatta, forthcoming; Gatta and Marcucci, forthcoming) reverberates in the degree of approximation policy-makers accept when choosing among different policies as well as on their level of sophistication. The general impression one receives from reading recent literature surveys is that policy-makers tend to implement general purpose policies1 without a strong awareness of the deeply diversified reactions these will provoke given the heterogeneity in preferences both among different agent categories (transport providers, retailers and own account, to take, again, an example from urban freight distribution) as well as within a specific agent category (see Marcucci and Gatta in this issue). Due to this difficulty, attributable to different causes (e.g. cost, confidentiality, lack of interest), researchers often develop models that are restricted by far-reaching constraints. These limitations can be so strong that recent literature on modeling techniques (e.g., Melo, forthcoming) commonly establishes a dichotomy between theoretical and applied models. The distinction proposed is based on the applicability of the model to real settings given the data available. Well aware of the difference between models that incorporate desired behavioral relationships and models constrained by available data, this Special Issue contributes to filling the gap through focused papers. In particular, this Special Issue concentrates on models centered on inverting the predominant causality nexus adopted within the modeling state of practice. JF - International journal of transport economics AU - Marcucci, Edoardo AU - Puckett, Sean AD - Università degli Studi Roma Tre ; US Department of Transportation Y1 - 2013/06// PY - 2013 DA - Jun 2013 SP - 141 EP - 150 VL - 40 IS - 2 SN - 0391-8440, 0391-8440 KW - Political Science KW - Causality KW - Decision making KW - Freight KW - Estimation KW - Policy making KW - Correlation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1426223807?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=International+journal+of+transport+economics&rft.atitle=Freight+transport%3A+data%2C+models%2C+and+policies%2C+challenges+and+future+perspectives&rft.au=Marcucci%2C+Edoardo%3BPuckett%2C+Sean&rft.aulast=Marcucci&rft.aufirst=Edoardo&rft.date=2013-06-01&rft.volume=40&rft.issue=2&rft.spage=141&rft.isbn=&rft.btitle=&rft.title=International+journal+of+transport+economics&rft.issn=03918440&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-08-19 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 5295 12937; 2904 12224 971; 9625 9628; 3322 6071 1542 11325; 2088 10642 2688 2449 10404; 4403 7854 ER - TY - JOUR T1 - PHMSA asks fire chiefs to promote 811 in their response areas AN - 1356305678 AB - Damage to pipelines from excavation is a leading cause of pipeline incident-related death or injury. Since the establishment of the universal 811 hotline six years ago, the number of serious pipeline incidents from excavation has decreased by more than 45%. JF - Fire Chief AU - PHMSA AD - PHMSA Y1 - 2013/05/29/ PY - 2013 DA - 2013 May 29 CY - Atlanta PB - Penton Media, Inc., Penton Business Media, Inc. Praetorian Digital SN - 00152552 KW - Fire Prevention KW - Pipelines KW - Public safety KW - Firefighters KW - Fires UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1356305678?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%3Apqrl&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=Fire+Chief&rft.atitle=PHMSA+asks+fire+chiefs+to+promote+811+in+their+response+areas&rft.au=PHMSA&rft.aulast=PHMSA&rft.aufirst=&rft.date=2013-05-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Fire+Chief&rft.issn=00152552&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright Penton Media, Inc. May 29, 2013 N1 - Last updated - 2016-11-19 ER - TY - RPRT T1 - WEST DAVIS CORRIDOR, DAVIS AND WEBER COUNTIES, UTAH. AN - 16386696; 15732 AB - PURPOSE: Construction of a north-south transportation facility west of Interstate 15 (I-15) between Salt Lake County and Weber County, Utah is proposed. Plans for the West Davis Corridor (WDC) were developed to address transportation needs in western Davis and Weber counties through the year 2040, from the Great Salt Lake on the west to I-15 on the east, and from Parrish Lane in Centerville on the south to 3300 South in West Haven on the north. The 79,450-acre study area contains parts of 14 incorporated cities as well as unincorporated land in each county. The existing road network in the study area and the transportation network to the west primarily consist of arterial streets that are not intended to accommodate a high volume of long-distance trips, freight movements, or efficient transit use. The WDC would be located in flat terrain and would extend between 20 and 24 miles, depending on the alternative selected. The facility would be mostly a four-lane, divided highway with one mile being a five-lane arterial road. The divided highway would likely have a posted speed limit of 65 miles per hour (mph), and the arterial road would likely have a posted speed limit of 45 mph. By 2040, between 22,000 and 29,000 vehicles would use the WDC each weekday. This draft EIS evaluates eight build alternatives as well as a No Action Alternative. Alternative A is the more westerly alternative and consists of four separate alternatives. Each of the A Alternatives would involve construction of a divided highway with a 250-foot right-of-way (ROW) from I-15 in Farmington to 4400 South in Weber County. From 4400 South to 4000 South in Weber County, the facility would be a 112-foot-wide, five-lane arterial. Alternative B is the more easterly alternative and also consists of four separate alternatives. Each of the B Alternatives would involve construction of a divided highway with a 250-foot ROW from I-15 in Farmington to 5900 South in Weber County. From 5900 South to 5500 South in Weber County, it would be a 112-foot-wide, five-lane arterial. Alternative B1 is the locally preferred alternative and would include a conventional system-to-system interchange with I-15 near Glovers Lane in Farmington as well as the 4100 West option in West Point. Cost of the locally preferred alternative is estimated at $587 million in 2012 dollars. Construction would be based on the availability of funding, the consideration of safety factors, and the need for the roadway improvement. It is likely that the first phase of construction would start with the WDC and I-15/Legacy Parkway interchange and go north to Antelope Drive in Syracuse. POSITIVE IMPACTS: The WDC would substantially enhance mobility for automobile, transit, and freight trips during the AM and PM peak periods and help accommodate the projected travel demand in the needs assessment study area in 2040. NEGATIVE IMPACTS: Construction of the preferred alternative would convert 924 acres to roadway use with direct impacts to 110 acres of prime farmlands, 52 acres of wetlands, 201 acres of floodplains, 50 acres of high-quality wildlife habitat, and 71 acres on the Great Salt Lake Shorelands Preserve. The Glovers Lane connection would be near the Farmington Bay Wildlife Management Area (WMA) and would affect wetlands, increase noise levels near the alignment, and fragment farmland northeast of the WMA. Construction would require up to 31 residential and six business relocations. In addition, four cultural resources, one park and two golf courses would be impacted. Alternative B1 would result in noise impacts at 251 receptors including 43 residences in areas with higher concentration of low-income and minority populations. 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: 130131, Volume 1--343 pages, Volume 2--464 pages, Volume 3--312 pages, Volume 4--Figures, May 24, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-13-02-D KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Highway Structures KW - Highways KW - Minorities KW - Noise KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16386696?accountid=14244 L2 - http://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=2013-05-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEST+DAVIS+CORRIDOR%2C+DAVIS+AND+WEBER+COUNTIES%2C+UTAH.&rft.title=WEST+DAVIS+CORRIDOR%2C+DAVIS+AND+WEBER+COUNTIES%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 - 2013-09-01 N1 - SuppNotes - Draft. Preparation date: May 24, 2013 N1 - Last updated - 2013-09-10 ER - TY - RPRT T1 - MID-COAST CORRIDOR PROJECT, SAN DIEGO, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2001). AN - 16386583; 15726 AB - PURPOSE: The extension of the light rail transit (LRT) system in the Mid-Coast Corridor of the city of San Diego, California is proposed. The corridor is centered on Interstate 5 and extends from Downtown San Diego on the south to the University of California, San Diego (UCSD) and University City on the North. The Mid-Coast Corridor is characterized by dense urban areas and an abundance of regional activity centers and other major trip generators. A draft EIS was completed in February 1995 and an initial phase of the project was the subject of a final EIS issued in June 2001. This draft supplemental EIS addresses the project elements and conditions in the Mid-Coast Corridor that have changed since the completion of these previous environmental studies. The Mid-Coast Corridor Transit Project would extend the Trolley Blue Line from the Santa Fe Depot in Downtown San Diego to the University Towne Centre (UTC) Transit Center in University City, providing continuous service from the San Ysidro Transit Center at the U.S. - Mexico International Border to University City. The alternatives considered include a No Build Alternative and a Build Alternative. The Build Alternative would extend the existing Trolley Blue Line from the Santa Fe Depot north to the Old Town Transit Center via the existing Trolley tracks, and then north along new tracks for 10.9 miles to the UTC Transit Center. Eight new stations would be built at Tecolote Road, Clairemont Drive, Balboa Avenue, Nobel Drive, UCSD West Campus, UCSD East Campus, Executive Drive, and the UTC Transit Center. The Build Alternative includes two options: one provides for an additional station at the Veterans Administration Medical Center and the other provides for an alternative design for the proposed Genesee Avenue aerial alignment in University City which would reduce right-of-way acquisitions. The Trolley Blue Line trains would share the tracks with Trolley Green Line trains and the operating plan would provide service every 7.5 minutes during peak and off-peak periods. Capital costs are estimated at $1.985 billion in year-of-expenditure dollars. POSITIVE IMPACTS: The project would expand mass transit in the rapidly growing I-5 corridor, reducing traffic congestion and the associated noise and air pollutant emissions. Regional connectivity would be enhanced, and growing parking demands would be mitigated. Local economic and land development goals would be supported. NEGATIVE IMPACTS: Construction would result in adverse impacts related to air quality exceedances of nitrogen oxides and total organic gases, loss of 1.8 acres of wetlands and 2.8 acres of suitable riparian habitat for least Bell's vireo and southwestern flycatcher, noise, and localized impacts on roadway and pedestrian traffic and the parking supply. The temporary loss of 4.9 acres habitat could affect a number of special status species and construction activities could impact western mastiff bat and western red bat. Archaeological and paleontological sites could be impacted. One business in the Bay Park neighborhood would be displaced and visual changes would impact environmental justice populations in the University City neighborhood. 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 abstracts of the draft and final EISs, see 95-0131D, Volume 19, Number 2 and 01-0441F, Volume 25, Number 4, respectively. JF - EPA number: 130125, Draft Supplemental EIS--732 pages, Appendices--181 pages, May 17, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Archaeological Sites KW - Bridges KW - Environmental Justice KW - Noise KW - Paleontological Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - California 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/16386583?accountid=14244 L2 - http://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=2013-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2001%29.&rft.title=MID-COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2013-09-01 N1 - SuppNotes - Draft. Preparation date: May 17, 2013 N1 - Last updated - 2013-09-10 ER - TY - JOUR T1 - Pavement Deterioration Model Incorporating Unobserved Heterogeneity for Optimal Life-Cycle Rehabilitation Policy AN - 1855086367; PQ0003947187 AB - Both deterioration and policy optimization models play a key role in pavement infrastructure management. A successful management system requires sound deterioration modeling as the basis for the policy optimization modeling and an effective integration of these two components. A significant amount of research has been conducted in both areas. However, an in-depth literature review suggests that a major aspect needs significant improvement: the development and integration of more comprehensive and realistic deterioration modeling for the selection of optimum rehabilitation policies. Deterioration models currently used are usually simple models due to lack of quality data or are often simplified to accommodate the optimization models for feasible solutions. Very few systems, if any, consider unobserved heterogeneity in the deterioration model involved in the policy optimization framework. To address this important aspect, this study developed a comprehensive pavement deterioration model incorporating both observed and unobserved heterogeneity. Furthermore, the results demonstrate how the established model is successfully integrated into the objective function to realize optimal rehabilitation policy in terms of total life-cycle cost. JF - Journal of Infrastructure Systems AU - Hong, Feng AU - Prozzi, Jorge A AD - *) Texas Department of Transportation, Construction Division/M&P Section (BC39), 125 East 11th Street, Austin, TX 78701, Phone: (512) 467-3985, Email: fenghongg[at]gmail.com Y1 - 2013/05/14/ PY - 2013 DA - 2013 May 14 PB - American Society of Civil Engineers, 1801 Alexander Bell Drive Reston VA 20191-4400 United States SN - 1076-0342, 1076-0342 KW - Environment Abstracts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855086367?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+Infrastructure+Systems&rft.atitle=Pavement+Deterioration+Model+Incorporating+Unobserved+Heterogeneity+for+Optimal+Life-Cycle+Rehabilitation+Policy&rft.au=Hong%2C+Feng%3BProzzi%2C+Jorge+A&rft.aulast=Hong&rft.aufirst=Feng&rft.date=2013-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Infrastructure+Systems&rft.issn=10760342&rft_id=info:doi/10.1061%2F%28ASCE%29IS.1943-555X.0000168 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 DO - http://dx.doi.org/10.1061/(ASCE)IS.1943-555X.0000168 ER - TY - RPRT T1 - SOUTH COUNTY CONNECTOR, ST. LOUIS COUNTY, MISSOURI. AN - 16392049; 15713 AB - PURPOSE: Construction of a transportation improvement project, referred to as the South County Connector, in St. Louis County, Missouri is proposed. The project core study area includes parts of four municipalities: Shrewsbury, Maplewood, Webster Groves, and St. Louis City. The project limits are generally bounded by Manchester Road to the north, Hanley Road and Laclede Station Road to the west, Murdoch Avenue and Watson Road to the south and Big Bend Boulevard and River des Peres to the east. Interstate 44 (I-44) bisects the project study area. Currently, a significant portion of traffic in the study area is through-traffic, traveling north or south between south St. Louis County, south St. Louis City, and central St. Louis County, including commuters that utilize the Shrewsbury MetroLink Station. There are several north-south routes that the traveling public currently uses to reach their destinations. However, none of these routes provides an efficient and direct connection to arterial roadways north and south of I-44. Further, there is no direct access provided to the Shrewsbury MetroLink Station from the north. As a result, the adjacent local residential streets become the route of choice for motorists trying to maneuver through the area to reach the different north-south arterial roadways or the MetroLink Station. Based on initial and secondary screenings, the River Des Peres Boulevard Corridor was carried forward into detailed analysis for the proposed improvements. The corridor extends approximately 1.5 miles from Hanley Road, in the vicinity of Flora Avenue, to River Des Peres Boulevard at Watson Road and encompasses the Deer Creek Center, Big Bend Industrial Court and part of the parking lot of the Shrewsbury MetroLink Station. A new, full interchange at I-44 is being proposed as part of the project. This draft EIS compares two variations of the River Des Peres Boulevard Alternative to a No Build Alternative. Build Alternative 1 and Build Alternative 2 would involve construction of a four-lane facility with a bike lane and a sidewalk on at least one side of the roadway. The build alternatives differ primarily in the central section of the study area between the Big Bend Boulevard intersection and the I-44 interchange. Alternative 1 would bisect the Laclede Gas property and Alternative 2 would extend through the Big Bend Industrial Court area. Total construction costs of Alternative 1 and Alternative 2 are estimated in 2013 dollars at $109.6 million and $111.4 million, respectively. POSITIVE IMPACTS: The South County Connector would address congestion, improve roadway connectivity and capacity, and enhance safety for a portion of South St. Louis County. NEGATIVE IMPACTS: New right-of-way of 39.7 to 43.2 acres would require filling 1.2 to 1.5 acres of floodplain and 0.26 acres of wetlands. Eight residences and 19 to 21 businesses would be displaced. Up to three eligible historic resources and three acres from two parks would be impacted. Traffic noise would affect 43 to 55 single-family homes and seven to 13 multi-family residences. 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: 130112, Draft EIS--234 pages, Appendices--493 pages, May 3, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-13-01-D KW - Cultural Resources Assessments KW - Floodplains KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parks KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Missouri 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/16392049?accountid=14244 L2 - http://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=2013-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COUNTY+CONNECTOR%2C+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=SOUTH+COUNTY+CONNECTOR%2C+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2013-08-01 N1 - SuppNotes - Draft. Preparation date: May 3, 2013 N1 - Last updated - 2013-08-14 ER - TY - RPRT T1 - OR 62: I-5 TO DUTTON ROAD (MEDFORD) PROJECT, JACKSON COUNTY, OREGON. AN - 16379186; 15714 AB - PURPOSE: Construction of a 7.5-mile, four-lane, access-controlled expressway to serve as a bypass of existing Oregon Highway 62 (OR 62) from Medford to north of White City in Jackson County, Oregon is proposed. OR 62 provides a primary connection between southwest and south-central Oregon and connects the local and regional population centers of Medford, White City, and Eagle Point to employment and retail centers along Antelope Road in White City and Delta Waters Road in North Medford. For much of its length, OR 62 is 80 feet wide, consisting of four 12-foot travel lanes (two in each direction) with a 10-foot center turn lane and two 10-foot shoulders. Near the Interstate 5 (I-5) interchange and intersections with high-volume local streets, OR 62 is wider and includes dedicated turn lanes. Businesses on OR 62 have driveway access to the highway, although some driveways are restricted to right in/right out movements. Only five of the 28 road intersections within the project area meet the applicable spacing standard for safe and efficient state highway operations. By the future year 2035 under No Build conditions, all but one of the nine signalized intersections along OR 62 between I-5 and Avenue H would fail to meet performance targets as daily traffic volumes approach 63,000 vehicles. This final EIS analyzes the No Build Alternative and two build alternatives. Under the preferred alternative, the existing interchange between OR 62 and I-5 would be converted to a split diamond interchange design and become the southern terminus of the bypass. The second build alternative would feature a directional interchange with existing OR 62 between Delta Waters Road and Poplar Drive at the southern terminus of the bypass. North of Delta Waters Road to Commerce Drive, the alternatives would follow a similar alignment. North of Commerce Drive, the build alternatives would follow an identical alignment. Between Vilas Road and the interchange on the south side of White City, three alignments (Design Options A, B, and C) are considered. The Record of Decision identifies the Split Diamond Alternative with Design Option C as the selected alternative. The bypass will include four interchanges: a southern terminus with either I-5 or existing OR 62; at Vilas Road; at existing OR 62 on the south side of White City; and a northern terminus with existing OR 62 near Dutton Road. Overcrossings of I-5, Biddle Road, Hilton Road, Bullock Road, and Commerce Drive will also be constructed. Alterations to local streets and roads will include extensions and closures. Both Justice Road and Gregory Road will terminate in cul-de-sacs. Vilas Road will be widened from three lanes to five lanes between existing OR 62 and Table Rock Road. East Dutton Road will terminate in a cul-de-sac at existing OR 62; and a new local road will be built to connect East Dutton Road to residences east of existing OR 62 near the northern terminus of the bypass. Total cost of the selected alternative is estimated at $440 million in 2023 dollars and construction of the first two phases of the project is expected to begin in 2014. Initial costs estimated at $120 million will be funded by the Oregon Jobs and Transportation Act. POSITIVE IMPACTS: The bypass would reduce congestion and improve safety on existing OR 62 and provide faster travel and improved safety for vehicles traveling through the region. NEGATIVE IMPACTS: New right-of-way requirements of 235 acres would displace 30.2 acres of land zoned for exclusive farm use, 191 acres of wildlife habitat, and 23 acres of vernal pools and wetlands. Some of the impacted lands provide habitat for vernal pool fairly shrimp, Cooks lomatium, and large-flowered woolly meadowfoam. New impervious surface and stream crossings would impact surface water bodies. The selected alternative would displace 34 businesses and 18 households, convert 1.3 acres of land purchased with Land and Water Conservation Fund grants to transportation use, and displace short segments of the Bear Creek Greenway path. Traffic noise would affect 19 properties and adverse visual impacts would affect the Peace/Justice neighborhood. 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.), Land and Water Conservation Act of 1965 (P.L. 88-578), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 130113, Final EIS and Record of Decision--844 pages, Appendices--570 pages, May 3, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-13-01-F KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Parks KW - Recreation Resources KW - Roads KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Threatened Species (Animals) KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Land and Water Conservation Fund Act of 1965, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379186?accountid=14244 L2 - http://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=2013-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=OR+62%3A+I-5+TO+DUTTON+ROAD+%28MEDFORD%29+PROJECT%2C+JACKSON+COUNTY%2C+OREGON.&rft.title=OR+62%3A+I-5+TO+DUTTON+ROAD+%28MEDFORD%29+PROJECT%2C+JACKSON+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2013-08-01 N1 - SuppNotes - Final. Preparation date: May 3, 2013 N1 - Last updated - 2013-08-14 ER - TY - RPRT T1 - GARROWS BEND INTERMODAL RAIL TRANSFER FACILITY, CHOCTAW POINT TERMINAL PROJECT, MOBILE, MOBILE COUNTY, ALABAMA (ADOPTION OF THE ARMY CORPS OF ENGINEERS FINAL EIS OF AUGUST 2004). AN - 16375246; 15723 AB - PURPOSE: The U.S. Department of Transportations Maritime Administration has adopted the U.S. Army Corps of Engineers final EIS issued in August 2004 for the Choctaw Point Terminal Project in the city of Mobile, Mobile County, Alabama. Adoption of the EIS is related to funding for construction of Phase 1 of the Garrows Bend Intermodal Container Transfer Facility, a project that, when finished, will directly connect containerized imports and exports from the Port of Mobile to major railroad lines across the United States. The Mobile Container Terminal at Choctaw Point, is a state-of-the art U.S. Gulf coast gateway providing terminal customers with a cost-effective alternative shipping route to Midwest markets, as well as Alabama and neighboring states. The 135-acre marine terminal has immediate access to Interstates 10 and 65, and is 30 miles from the open ocean. The Choctaw Point project includes a 2,000-foot wharf parallel to the Mobile Ship Channel; a container yard and support facilities adjacent to the wharf; stormwater management facilities; amenities to enhance the public's experience of the waterfront at the western shore of Mobile Bay; and navigational improvements, including a 2,000-foot-long berthing area between the ship channel and the wharf covering 15 acres of previously dredged river. The Garrows Bend Intermodal Container Transfer Facility would handle imports and exports totaling about 250,000 units annually, would cover 62 acres, have three working tracks totaling 10,800 linear feet, three support tracks totaling 12,000 linear feet and a run-around track that would be capable of handling three unit trains a day. The rail project is expected to cost $31 million total, including site stabilization, a rail bridge, laying down tracks and paving. POSITIVE IMPACTS: The terminal facilities serve existing and emerging industries, create new economic opportunities in the Mobile area, and support similar opportunities on a statewide level. The intermodal facility will reduce the cost of imported goods, boost United States exports and foster economic growth. NEGATIVE IMPACTS: The construction of the Choctaw Point complex was expected to affect approximately 24 acres of wetland, 21 acres of shallow-water bottoms and 27 acres of deep-water bottom. However, mitigation resulted in the conversion of 56.6 acres of uplands to high quality tidal marsh. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the final EIS prepared by the U.S. Army Corps of Engineers, see 05-0119F, Volume 29, Number 2. JF - EPA number: 130122, Final EIS--281 pages, Appendices--910 pages, May 3, 2013 PY - 2013 KW - Roads and Railroads KW - Floodways KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Impact Assessment Methodology KW - Navigation KW - Parks KW - Railroads KW - Recreation Facilities KW - Roads KW - Section 404(b) Statements KW - Sediment Assessments KW - Socioeconomic Assessments KW - Terminal Facilities KW - Trails KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Alabama KW - Mobile River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375246?accountid=14244 L2 - http://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=2013-05-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GARROWS+BEND+INTERMODAL+RAIL+TRANSFER+FACILITY%2C+CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA+%28ADOPTION+OF+THE+ARMY+CORPS+OF+ENGINEERS+FINAL+EIS+OF+AUGUST+2004%29.&rft.title=GARROWS+BEND+INTERMODAL+RAIL+TRANSFER+FACILITY%2C+CHOCTAW+POINT+TERMINAL+PROJECT%2C+MOBILE%2C+MOBILE+COUNTY%2C+ALABAMA+%28ADOPTION+OF+THE+ARMY+CORPS+OF+ENGINEERS+FINAL+EIS+OF+AUGUST+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2013-08-01 N1 - SuppNotes - Final. Preparation date: May 3, 2013 N1 - Last updated - 2013-08-14 ER - TY - JOUR T1 - A flexible model structure approach for discrete choice models AN - 1365128417; 17940960 AB - Multi-dimensional discrete choice problems are usually estimated by assuming a single-choice hierarchical order for the entire study population or for pre-defined segments representing the behavior of an "average" person and by indicating either limited differences or a variety in choices among the study population. This study develops an integral methodological framework, termed the flexible model structure (FMS), which enhances the application of the discrete choice model by developing an optimization algorithm that segment given data and searches for the best model structure for each segment simultaneously. The approach is demonstrated here through three models that conceptualize the multi-dimensional discrete choice problem. The first two are Nested Logit models with a two-choice dimension of destination and mode; they represent the estimation of a fixed-structure model using pre-segmented data as is mostly common in multi-dimensional discrete choice model implementation. The third model, the FMS, includes a fuzzy segmentation method with weighted variables, as well as a combination of more than one model structure estimated simultaneously. The FMS model significantly improves estimation results, using fewer variables than do segmented NL models, thus supporting the hypothesis that different model structures may best describe the behavior of different groups of people in multi-dimensional choice models. The implementation of FMS involves presenting the travel behavior of an individual as a mix of travel behaviors represented by a number of segments. The choice model for each segment comprises a combination of different choice model structures. The FMS model thus breaks the consensus that an individual belongs to only one segment and that a segment can take only one structure. JF - Transportation AU - Ishaq, Robert AU - Bekhor, Shlomo AU - Shiftan, Yoram AD - Department of Transportation and Geo-Information, Faculty of Civil and Environmental Engineering, Technion - Israel Institute of Technology, Technion Campus, 32000, Haifa, Israel, roberti@technion.ac.il Y1 - 2013/05// PY - 2013 DA - May 2013 SP - 609 EP - 624 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 40 IS - 3 SN - 0049-4488, 0049-4488 KW - Environment Abstracts KW - Travel KW - Transportation KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1365128417?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&rft.atitle=A+flexible+model+structure+approach+for+discrete+choice+models&rft.au=Ishaq%2C+Robert%3BBekhor%2C+Shlomo%3BShiftan%2C+Yoram&rft.aulast=Ishaq&rft.aufirst=Robert&rft.date=2013-05-01&rft.volume=40&rft.issue=3&rft.spage=609&rft.isbn=&rft.btitle=&rft.title=Transportation&rft.issn=00494488&rft_id=info:doi/10.1007%2Fs11116-012-9431-8 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-02-01 N1 - Number of references - 19 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Travel; Transportation DO - http://dx.doi.org/10.1007/s11116-012-9431-8 ER - TY - JOUR T1 - Analysis of sertraline in postmortem fluids and tissues in 11 aviation accident victims. AN - 1324385839; 23511306 AB - Sertraline (Zoloft) is a selective serotonin reuptake inhibitor that is a commonly prescribed drug for the treatment of depression, obsessive-compulsive disorder, panic disorder, social anxiety disorder, premenstrual dysphoric disorder and post-traumatic stress disorder. Although the use of sertraline is relatively safe, certain side effects may negatively affect a pilot's performance and become a factor in an aviation accident. The authors' laboratory investigated the distribution of sertraline and its primary metabolite, desmethylsertraline, in various postmortem tissues and fluids obtained from 11 fatal aviation accident cases between 2001 and 2004. Eleven specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, lung, kidney, spleen, muscle, brain, heart and bile. Human specimens were processed utilizing solid-phase extraction, followed by characterization and quantitation employing gas chromatography-mass spectrometry. Whole blood sertraline concentrations obtained from these 11 cases ranged from 0.005 to 0.392 µg/mL. The distribution coefficients of sertraline, expressed as specimen/blood ratio, were as follows: urine, 0.47 ± 0.39 (n = 6); vitreous humor, 0.02 ± 0.01 (n = 4); liver, 74 ± 59 (n = 11); lung, 67 ± 45 (n = 11); kidney, 7.4 ± 5 (n = 11); spleen, 46 ± 45 (n = 10); muscle, 2.1 ± 1.3 (n = 8); brain, 22 ± 14 (n = 10); heart, 9 ± 7 (n = 11); and bile, 36 ± 26 (n = 8). Postmortem distribution coefficients obtained for sertraline had coefficients of variation ranging from 47-99%. This study suggests that sertraline likely undergoes significant postmortem redistribution. JF - Journal of analytical toxicology AU - Lewis, Russell J AU - Angier, Mike K AU - Williamson, Kelly S AU - Johnson, Robert D AD - Bioaeronautical Sciences Research Laboratory, Civil Aerospace Medical Institute, AAM-610, Forensic Toxicology Laboratory, Federal Aviation Administration, Oklahoma City, OK 73169, USA. russell.j.lewis@faa.gov Y1 - 2013/05// PY - 2013 DA - May 2013 SP - 208 EP - 216 VL - 37 IS - 4 KW - Antidepressive Agents KW - 0 KW - Serotonin Uptake Inhibitors KW - Sertraline KW - QUC7NX6WMB KW - Index Medicus KW - Autopsy KW - Humans KW - Adult KW - Specimen Handling KW - Gas Chromatography-Mass Spectrometry KW - Aged KW - Middle Aged KW - Tissue Distribution -- drug effects KW - Solid Phase Extraction KW - Male KW - Accidents, Aviation KW - Serotonin Uptake Inhibitors -- analysis KW - Body Fluids -- chemistry KW - Sertraline -- analysis KW - Antidepressive Agents -- analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1324385839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+analytical+toxicology&rft.atitle=Analysis+of+sertraline+in+postmortem+fluids+and+tissues+in+11+aviation+accident+victims.&rft.au=Lewis%2C+Russell+J%3BAngier%2C+Mike+K%3BWilliamson%2C+Kelly+S%3BJohnson%2C+Robert+D&rft.aulast=Lewis&rft.aufirst=Russell&rft.date=2013-05-01&rft.volume=37&rft.issue=4&rft.spage=208&rft.isbn=&rft.btitle=&rft.title=Journal+of+analytical+toxicology&rft.issn=1945-2403&rft_id=info:doi/10.1093%2Fjat%2Fbkt014 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2013-09-25 N1 - Date created - 2013-04-04 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1093/jat/bkt014 ER - TY - RPRT T1 - US 281 FROM LOOP 1604 TO BORGFELD DRIVE, BEXAR COUNTY, TEXAS. AN - 16389713; 15706 AB - PURPOSE: Improvements to an eight-mile stretch of US 281 extending from the south at Loop 1604 within the city of San Antonio to the north at Borgfeld Drive in northern Bexar County, Texas are proposed. Population and employment growth have increased vehicle traffic, impeding the function of US 281 to provide regional mobility and local access. Peak travel time speeds along the US 281 project corridor, which averaged 23 to 30 miles per hour in a 2009 travel time study, represent stop and go conditions. Currently, US 281 is a four-to-six-lane divided roadway within the project limits. Northbound and southbound frontage roads are located at the southern end from Loop 1604 to 0.2 miles north of Sonterra Boulevard. From Borgfeld Drive south to Redland Road, intersections are currently controlled by traffic signals and signs. Additional transportation improvements have recently been constructed, are under construction, and are planned in the vicinity of the US 281 Corridor Project. The 3.1-mile US 281 Super Street project, completed in October 2010, is designed to temporarily improve traffic flow and improve safety for motorists. Construction of four non-toll direct connector ramps linking US 281 and Loop 1604 was approved in February 2010; and a study is currently underway to examine strategies for addressing mobility and safety issues within a 35.5-mile portion of Loop 1604 from US 90 West to Interstate 35 North in central/northwest Bexar County. Three alternatives, including a No Build Alternative, are evaluated in this draft EIS. The Expressway Alternative would include three, full access-controlled through travel lanes in each direction. No streets or driveways would access the through lanes directly. Grade separations would be provided at Sonterra Boulevard, Redland Road, Encino Rio, Evans Road, Stone Oak Parkway, Marshall Road, Wilderness Oaks, Overlook Parkway, Bulverde Road, and Borgfeld Drive. Express lanes would be situated between partial access-controlled outer lanes. These frontage road lanes, which would cross local streets at grade via signalized intersections, would be continuous for the length of the proposed project and would serve local traffic by providing direct access to businesses, neighborhoods and connecting streets. Under this alternative, neither the existing US 281 travel lanes nor the existing US 281 Super Street would remain in place. Four direct connector ramps would be provided at Loop 1604 to provide connections for US 281 motorists traveling westbound Loop 1604 to northbound US 281, southbound US 281 to eastbound Loop 1604, eastbound Loop 1604 to northbound US 281, and southbound US 281 to westbound Loop 1604. The proposed right-of-way (ROW) would typically be 400 to 450 feet wide. North of Sonterra Boulevard, the main lanes would be separated by a 28-foot median capable of supporting potential future capacity improvements, such as high capacity transit. The Elevated Expressway Alternative would consist of two-to-three, full access-controlled through travel lanes in each direction. The express lanes would be elevated for the length of the project corridor. At Loop 1604, the northbound and southbound elevated express lanes would connect directly to eastbound or westbound Loop 1604. From Loop 1604 north to Stone Oak Parkway, the elevated express lanes would be built on the outside of the existing US 281 roadway and would transition to the west side of the existing US 281 roadway north of Stone Oak Parkway to Borgfeld Drive. The existing US 281 travel lanes, including a portion of the US 281 Super Street, would remain in place as partial access-controlled lanes, crossing local streets at grade via signalized intersections. The proposed ROW would typically be 384 to 400 feet wide. A median of 37 feet would provide for future capacity improvements, such as high capacity transit south of Stone Oak Parkway. Total costs for the Expressway and the Elevated Expressway alternatives are estimated in 2010/2011 dollars at $434 to $448 million and $646.2 to $655.2 million, respectively. POSITIVE IMPACTS: The US 281 Corridor Project would improve mobility and accessibility, enhance safety, and improve community quality of life. NEGATIVE IMPACTS: Additional ROW requirements of 128 acres for the Expressway Alternative and 99 acres for the Elevated Expressway Alternative would potentially displace 26 to 28 businesses and one residence. Construction would impact 28.4 to 36.8 acres of floodplain and 0.5 acre of wetlands. Both build alternatives could impact groundwater quality via contamination of the Edwards and Trinity Aquifers, which supply water to millions of people in central Texas. The potential for groundwater contamination is increased due to the numerous karst features surrounding the project corridor which can act as a conduit for rapid transmission of contaminants. Construction would displace 80 to 98 acres of wooded habitat and may impact 22 state-listed or rare species. Eight federally-listed species, including the golden-cheeked warbler, may be affected. The build alternatives would impact 71 to 108 noise 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: 130105, Draft EIS--688 pages, Appendices--2,573 pages, April 26, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-11-02-D KW - Biologic Surveys KW - Floodplains KW - Geologic Assessments KW - Highways KW - Highway Structures KW - Hydrologic Assessments KW - Noise KW - Roads KW - Transportation KW - Water Quality 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/16389713?accountid=14244 L2 - http://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=2013-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+281+FROM+LOOP+1604+TO+BORGFELD+DRIVE%2C+BEXAR+COUNTY%2C+TEXAS.&rft.title=US+281+FROM+LOOP+1604+TO+BORGFELD+DRIVE%2C+BEXAR+COUNTY%2C+TEXAS.&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 - 2013-07-01 N1 - SuppNotes - Draft. Preparation date: April 26, 2013 N1 - Last updated - 2013-07-30 ER - TY - RPRT T1 - SPACEX TEXAS LAUNCH SITE, CAMERON COUNTY, TEXAS. AN - 16391292; 15699 AB - PURPOSE: The issuance of licenses and/or experimental permits that would allow Space Exploration Technologies Corp. (SpaceX) to launch the Falcon 9 and Falcon Heavy orbital vertical launch vehicles and a variety of reusable suborbital launch vehicles from a site on privately owned property in Cameron County, Texas is proposed. Proposed operations would consist of up to 12 launches per year with a maximum of two Falcon Heavy launches, through the year 2022. To support these launches, SpaceX has proposed the construction of a vertical launch area and a control center area at a site approximately 17 miles east-northeast of the Brownsville/South Padre Island International Airport and five miles south of South Padre Island. All facilities would be constructed through private funding, on currently undeveloped privately-owned property that would be purchased or leased by SpaceX. In addition, a new underground power line would be installed in the State Highway 4 road right-of-way from the control center area to the vertical launch area. All Falcon 9 and Falcon Heavy launches would be expected to have commercial payloads, including satellites or experimental payloads. In addition to standard payloads, the Falcon 9 and Falcon Heavy may also carry a capsule, such as the SpaceX Dragon capsule. The Falcon 9 and Falcon Heavy use liquid fuels including liquid oxygen and rocket propellant-1. All launch trajectories would be to the east over the Gulf of Mexico and sonic booms generated by launch events would impact the ocean surface 40 miles off the coast and would not be audible on land. The majority of launches would be conducted between the hours of 7:00 a.m. and 7:00 p.m. However, there could be one nighttime launch per year. SpaceX proposes to limit public access at two pre-defined checkpoints on State Highway 4 for up to 15 hours on launch day, with six hours being the closure time for a nominal launch. In addition to the proposed action, this draft EIS considers a No Action Alternative. POSITIVE IMPACTS: Authorization would respond to the statutory direction from Congress under the Commercial Space Launch Act to encourage, facilitate, and promote commercial space launch and reentry activities by the private sector in order to strengthen and expand U.S. space transportation infrastructure. NEGATIVE IMPACTS: Construction would result in direct impact to 3.3 acres of wetlands and indirect impact to 2.9 acres of wetlands. The proposed action would displace 15.7 acres of upland habitat and is likely to adversely affect the piping plover and its critical habitat, the northern aplomado falcon, and the jaguarundi and ocelot. The proposed vertical launch and control center areas would likely have a significant impact on visual resources. Three historic properties within the five-mile area of potential influence may be physically damaged from vibrations caused by high noise levels from a Falcon vehicle launch. Nighttime launch operations would result in considerably higher levels of light emissions than those currently present from Boca Chica Village. LEGAL MANDATES: Commercial Space Launch Act of 2011 (51 U.S.C. 50901 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 130098, Draft EIS--350 pages, Appendices--548 pages, April 19, 2013 PY - 2013 KW - Air Transportation KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Birds KW - Historic Sites KW - Noise Assessments KW - Section 106 Statements KW - Section 4(f) Statements KW - Spacecraft KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Texas KW - Commercial Space Launch Act of 2011, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16391292?accountid=14244 L2 - http://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=2013-04-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPACEX+TEXAS+LAUNCH+SITE%2C+CAMERON+COUNTY%2C+TEXAS.&rft.title=SPACEX+TEXAS+LAUNCH+SITE%2C+CAMERON+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Office of Commercial Space Transportation, Washington, District of Columbia; DOT N1 - Date revised - 2013-07-01 N1 - SuppNotes - Draft. Preparation date: April 19, 2013 N1 - Last updated - 2013-07-25 ER - TY - RPRT T1 - CALIFORNIA HIGH-SPEED TRAIN: MERCED TO FRESNO SECTION, MERCED, MADERA AND FRESNO COUNTIES, CALIFORNIA (ADOPTION OF THE FEDERAL RAILROAD ADMINISTRATION FINAL EIS OF APRIL 2012). AN - 16379780; 15698 AB - PURPOSE: The construction of a 65-mile-long portion of the California High-Speed Train System (HST system) from Merced to Fresno is approved. The federal Surface Transportation Board is adopting the final EIS released in April 2012 by the California High-Speed Rail Authority and the Federal Railroad Administration. The plan for the overall HST system is to provide intercity service on more than 800 miles of tracks throughout California, connecting the major population centers of Sacramento, the San Francisco Bay Area, the Central Valley, Los Angeles, the Inland Empire, Orange County, and San Diego. The Merced to Fresno section is a critical Phase 1 link connecting the Bay Area HST Section to the Fresno to Bakersfield, Bakersfield to Palmdale, and Palmdale to Los Angeles HST sections. The system would use state-of-the-art, electrically powered, steel-wheel-on-steel-rail technology, including contemporary safety, signaling, and automated train-control systems, with trains capable of operating up to 220 miles per hour over a fully grade-separated, dedicated track alignment. The final EIS evaluates three HST north-south alignment alternatives and a No Project Alternative. The HST alternatives would include one station in Merced and one station in Fresno with an estimated trip time of 25 minutes between the stations. In 2035, for a high ridership scenario, the full system would see four trains per hour stop at Fresno in each direction at the peak, and six trains run through the city without stopping. At the off-peak, the same number of stops would be made, but the through trains would decrease to three per hour. At Merced, three trains would stop each hour per direction at the peak, with two running through. At the off-peak, both of the hourly trains would stop at Merced. The action alternatives are identical in the Merced and Fresno vicinities. Under the Union Pacific Railroad/State Route 99 (UPRR/SR 99) Alternative, the alignment would generally follow the UPRR and SR 99 transportation corridor, which connects the cities of Merced, Chowchilla, Madera, and Fresno. The Burlington Northern Santa Fe (BNSF) Alternative alignment would follow the BNSF rail corridor, which travels east from Merced through Planada, Le Grand, and Madera Acres, and then veer back west to reconnect with the UPRR/SR 99 Alternative alignment before entering the city of Fresno. The Hybrid Alternative would follow the UPRR/SR 99 Alternative alignment near Merced and the BNSF Alternative alignment near Madera Acres. All three alternatives include design options to avoid or minimize impacts and alternative wye (branch) connections to three east-west alignment options (along Avenue 24, Avenue 21, and SR 152) that would connect this section with the San Jose to Merced Section. The Merced to Fresno Section may include a heavy maintenance facility (HMF) to support delivery, testing, and commissioning on the networks first completed segment. Five alternative sites are considered for the facility which would encompass 150 acres to accommodate guideways, maintenance shops, parking, administrative offices, roadways, power substation, and storage areas. The Hybrid Alternative was selected in the Record of Decision issued in September 2012. The selected alternative includes stations in downtown Merced between Martin Luther King Jr. Way and G Street and in downtown Fresno at Mariposa Street. Due to influencing factors from adjacent sections, the identification of the preferred wye option and the HMF are being postponed until after the Fresno to Bakersfield Section and the San Jose to Merced Section environmental evaluation processes are completed. Project costs for the Hybrid Alternative are estimated in 2010 dollars at $3.8 to $4.8 billion. POSITIVE IMPACTS: The HST system would provide the public with electric-powered high-speed rail service with predictable and consistent travel times between major urban centers and connectivity to airports, mass transit, and the highway network in the south San Joaquin Valley. NEGATIVE IMPACTS: Emissions of nitrogen dioxide and volatile organic compounds would exceed significance thresholds during construction. Operation of the HMF could expose sensitive receptors to substantial toxic air contaminants. Depending on the wye connection, the Hybrid Alternative would displace 1,273 to 1,426 acres of farmland and require 1,100 to 1,139 property acquisitions, including 186 to 213 residential displacements and 212 to 226 business displacements. The project would impact habitat for special-status plant and animal species, sensitive plant communities and jurisdictional waters, critical vernal pool habitat, wildlife movement corridors, and several preserves including the Great Valley Conservation Bank. Implementation of the Hybrid Alternative would result in up to 36 permanent road closures, potential impacts to historic properties, displacement impacts to community facilities, significant operational noise and vibration, and visual impacts. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Passenger Rail Investment and Improvement Act of 2008 (P.L. 110-432), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 130097, Volume I--1,645 pages, Volume II (Appendices)--860 pages, Volume III--Alignment Plans, Volume IV--Comments and Responses, April 19, 2013 PY - 2013 KW - Roads and Railroads KW - Air Quality KW - Air Quality Standards Violations KW - Biologic Assessments KW - Cultural Resources KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Passenger Rail Investment and Improvement Act of 2008, Project Authorization 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/16379780?accountid=14244 L2 - http://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=2013-04-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+HIGH-SPEED+TRAIN%3A+MERCED+TO+FRESNO+SECTION%2C+MERCED%2C+MADERA+AND+FRESNO+COUNTIES%2C+CALIFORNIA+%28ADOPTION+OF+THE+FEDERAL+RAILROAD+ADMINISTRATION+FINAL+EIS+OF+APRIL+2012%29.&rft.title=CALIFORNIA+HIGH-SPEED+TRAIN%3A+MERCED+TO+FRESNO+SECTION%2C+MERCED%2C+MADERA+AND+FRESNO+COUNTIES%2C+CALIFORNIA+%28ADOPTION+OF+THE+FEDERAL+RAILROAD+ADMINISTRATION+FINAL+EIS+OF+APRIL+2012%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2013-07-01 N1 - SuppNotes - Final. Preparation date: April 19, 2013 N1 - Last updated - 2013-07-25 ER - TY - JOUR T1 - PEER NGA-West2 database; a database of ground motions recordings from shallow crustal earthquakes in active tectonic regimes AN - 1416690196; 2013-058666 JF - Seismological Research Letters AU - Ancheta, Timothy AU - Darragh, R AU - Stewart, J P AU - Silva, W AU - Chiou, Brian AU - Bozorgnia, Yousef AU - Seyhan, Emel AU - Kishida, T AU - Wooddell, K AU - Kottke, Albert AU - Boore, D M AU - Koper, Keith AU - Wong, Ivan Y1 - 2013/04// PY - 2013 DA - April 2013 SP - 300 PB - Seismological Society of America, El Cerrito, CA VL - 84 IS - 2 SN - 0895-0695, 0895-0695 KW - United States KW - geologic hazards KW - shallow-focus earthquakes KW - magnitude KW - data processing KW - PEER NGA-West2 KW - depth KW - California KW - Mexico KW - seismic risk KW - natural hazards KW - ground motion KW - data bases KW - risk assessment KW - earthquakes KW - crust KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1416690196?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=Seismological+Research+Letters&rft.atitle=PEER+NGA-West2+database%3B+a+database+of+ground+motions+recordings+from+shallow+crustal+earthquakes+in+active+tectonic+regimes&rft.au=Ancheta%2C+Timothy%3BDarragh%2C+R%3BStewart%2C+J+P%3BSilva%2C+W%3BChiou%2C+Brian%3BBozorgnia%2C+Yousef%3BSeyhan%2C+Emel%3BKishida%2C+T%3BWooddell%2C+K%3BKottke%2C+Albert%3BBoore%2C+D+M%3BKoper%2C+Keith%3BWong%2C+Ivan&rft.aulast=Ancheta&rft.aufirst=Timothy&rft.date=2013-04-01&rft.volume=84&rft.issue=2&rft.spage=300&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - Seismological Society of America annual meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - PubXState - CA N1 - Last updated - 2016-09-16 N1 - SubjectsTermNotLitGenreText - California; crust; data bases; data processing; depth; earthquakes; geologic hazards; ground motion; magnitude; Mexico; natural hazards; PEER NGA-West2; risk assessment; seismic risk; shallow-focus earthquakes; United States ER - TY - JOUR T1 - Integrating ShakeMap with ShakeCast for earthquake response in Utah AN - 1416688355; 2013-060643 JF - Seismological Research Letters AU - Pankow, K L AU - Rusho, J AU - Ellis, M AU - Carey, B AU - Koper, Keith AU - Wong, Ivan Y1 - 2013/04// PY - 2013 DA - April 2013 SP - 357 PB - Seismological Society of America, El Cerrito, CA VL - 84 IS - 2 SN - 0895-0695, 0895-0695 KW - United States KW - technology KW - geologic hazards KW - seismic response KW - ShakeMap KW - ShakeCast KW - seismic risk KW - natural hazards KW - risk assessment KW - Utah KW - seismic networks KW - earthquakes KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1416688355?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=Seismological+Research+Letters&rft.atitle=Integrating+ShakeMap+with+ShakeCast+for+earthquake+response+in+Utah&rft.au=Pankow%2C+K+L%3BRusho%2C+J%3BEllis%2C+M%3BCarey%2C+B%3BKoper%2C+Keith%3BWong%2C+Ivan&rft.aulast=Pankow&rft.aufirst=K&rft.date=2013-04-01&rft.volume=84&rft.issue=2&rft.spage=357&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - Seismological Society of America annual meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - earthquakes; geologic hazards; natural hazards; risk assessment; seismic networks; seismic response; seismic risk; ShakeCast; ShakeMap; technology; United States; Utah ER - TY - JOUR T1 - NGA-West2; a comprehensive research program to update ground motion prediction equations for shallow crustal earthquakes in active tectonic regimes AN - 1416685771; 2013-058665 JF - Seismological Research Letters AU - Bozorgnia, Yousef AU - Abrahamson, N A AU - Campbell, K W AU - Rowshandel, B AU - Shantz, T AU - Koper, Keith AU - Wong, Ivan Y1 - 2013/04// PY - 2013 DA - April 2013 SP - 300 PB - Seismological Society of America, El Cerrito, CA VL - 84 IS - 2 SN - 0895-0695, 0895-0695 KW - programs KW - technology KW - geologic hazards KW - data processing KW - models KW - strong motion KW - earthquake prediction KW - seismic risk KW - natural hazards KW - ground motion KW - data bases KW - NGA-West2 KW - risk assessment KW - earthquakes KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1416685771?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=Seismological+Research+Letters&rft.atitle=NGA-West2%3B+a+comprehensive+research+program+to+update+ground+motion+prediction+equations+for+shallow+crustal+earthquakes+in+active+tectonic+regimes&rft.au=Bozorgnia%2C+Yousef%3BAbrahamson%2C+N+A%3BCampbell%2C+K+W%3BRowshandel%2C+B%3BShantz%2C+T%3BKoper%2C+Keith%3BWong%2C+Ivan&rft.aulast=Bozorgnia&rft.aufirst=Yousef&rft.date=2013-04-01&rft.volume=84&rft.issue=2&rft.spage=300&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - Seismological Society of America annual meeting N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - PubXState - CA N1 - Last updated - 2016-09-16 N1 - SubjectsTermNotLitGenreText - data bases; data processing; earthquake prediction; earthquakes; geologic hazards; ground motion; models; natural hazards; NGA-West2; programs; risk assessment; seismic risk; strong motion; technology ER - TY - JOUR T1 - FAA EXPERIENCE WITH NEUROPSYCHOLOGICAL TESTING FOR AIRMEN WITH DEPRESSION ON SSRI MEDICATIONS AN - 1356929637; 18013510 AB - INTRODUCTION: Both depressive disorders and selective serotonin reuptake inhibitor (SSRI) medications pose a potential risk to safe flight due to cognitive impairment. In April 2010, the FAA implemented a "SSRI policy" for airmen with mild-to-moderate depressive disorders, and 12 months of symptom remission on a stable SSRI dose. Among other program requirements, a full battery of neuropsychological (NP) testing (NP-battery) plus an aeromedical NP screening test (Cog-Screen-AE) had to be submitted. All test instruments are widely available proprietary products routinely used by for aeromedical neuropsychological assessments. The testing requirement proved to be a substantial time/ cost burden on airmen and administrative burden on the FAA. The objective of this study was to evaluate the relative utility of the full NP-battery versus CogScreen-AE in evaluating airmen for medical certification. METHODS: A Medical Appeals database was queried for all SSRI cases from April 2010 through June 2012. Additional data were extracted from the FAA DIWS database and hardcopy records into Microsoft Excel for statistical analysis. RESULTS: Of 98 cases, CogScreen-AE identified 22 (25.2%) as potentially impaired. NP-battery confirmed aeromedically-significant impairment in 11 (12.6%), while the other 11 were determined to be aeromedically acceptable. Overall, 87 (87.4%) met NP eligibility for certification, and 11 (12.6%) were disqualified. CogScreen-AE snowed 100% sensitivity, 87.4% specificity, 50% positive predictive value, and 100% negative predictive value. DISCUSSION: CogScreen-AE correctly ruled out impairment in 74.6% of cases, but also correctly identified all 12.6% with significant impairment. NP-battery results added value in 25.4% of cases by confirming or refuting aeromedically-significant impairment. Study limitations included limited sample size, but has face validity based on use of "real world" information. FAA policy has been modified to allow CogScreen-AE alone for initial assessment and follow-on monitoring with a full battery reserved for confirmatory testing or for other clinical or aeromedical indications. JF - Aviation, Space, and Environmental Medicine AU - DeVoll, J AD - Federal Aviation Administration, Washington, DC Y1 - 2013/04// PY - 2013 DA - Apr 2013 SP - 409b EP - 4410 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 4 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Sensitivity KW - Depression KW - Cognitive ability KW - Certification KW - Drugs KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1356929637?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=FAA+EXPERIENCE+WITH+NEUROPSYCHOLOGICAL+TESTING+FOR+AIRMEN+WITH+DEPRESSION+ON+SSRI+MEDICATIONS&rft.au=DeVoll%2C+J&rft.aulast=DeVoll&rft.aufirst=J&rft.date=2013-04-01&rft.volume=84&rft.issue=4&rft.spage=409b&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Sensitivity; Depression; Cognitive ability; Certification; Drugs ER - TY - JOUR T1 - THE LAKI ERUPTIONS AND EARLIEST AVIATION AN - 1356928722; 18013462 AB - INTRODUCTION: On June 4, 1783, the Mongolfier brothers Joseph-Michel and Jacques-Etienne publicly launched the first balloon in Annonay, France. The balloon achieved an altitude of approximately one mile and travelled 1.2 miles over 10 minutes. On August 27, 1783 Jacques Charles launched a hydrogen balloon from the Champ de Mars in Paris. The next Montgolfier balloon, larger than the first, test launched on September 11 from FolieTiton, and relaunched from Versailles 8 days later carrying a duck, rooster, and sheep named Montauciel. Two different manned tethered flights occurred on October 15, 1783, one with Jacques-Etienne, and the other with Pilatre de Rozier. One month later, on November 21, 1783, Pilatre made the first free human flight from the outskirts of Paris, travelling at 3000 feet elevation, and more than 5 miles. December 1, Charles and Robert flew another hydrogen balloon for more than 2 hours. Balloon mania was in full fever. A missing chapter from this is the peculiar weather and atmospheric conditions that early aviators had to contend with. A terrible fog enveloped Europe causing "the sand summer," blocking the sun and causing terrible and frequent lightning storms, followed by relentless frost. Laki is a volcanic fissure in southern Island. The fissure erupted over eight months starting June 8, 1783 until February 1784, pouring out 3.4 cubic miles of lava. The fissure emitted 8 million tons of hydrogen fluoride and 120 tons of sulfur dioxide, which travelled to Europe, altering weather for years to come. One quarter the population of Iceland died, but there was also substantial loss of life in Europe for outdoor workers. This was the context in which earliest aviation was born. Dense hot fog, blocked sun, the atmosphere toxic, with devastating rain, hail and lightning storms, and the coldest winter and frosts in the 18th century. JF - Aviation, Space, and Environmental Medicine AU - Lester, H AU - Lester, B AD - Federal Aviation Administration, Jamaica, NY Y1 - 2013/04// PY - 2013 DA - Apr 2013 SP - 395 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 4 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Weather KW - Lightning KW - Sand KW - Frost KW - Sun KW - ANE, Atlantic, Iceland KW - France, Paris KW - Hydrogen KW - Storms KW - Hydrogen fluoride KW - Fog KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1356928722?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=THE+LAKI+ERUPTIONS+AND+EARLIEST+AVIATION&rft.au=Lester%2C+H%3BLester%2C+B&rft.aulast=Lester&rft.aufirst=H&rft.date=2013-04-01&rft.volume=84&rft.issue=4&rft.spage=395&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Weather; Lightning; Sand; Sun; Frost; Hydrogen; Hydrogen fluoride; Storms; Fog; ANE, Atlantic, Iceland; France, Paris ER - TY - JOUR T1 - Development and testing of a fully Adaptive Cruise Control system AN - 1323257746; 17802352 AB - Adaptive Cruise Control systems have been developed and introduced into the consumer market for over a decade. Among these systems, fully-adaptive ones are required to adapt their behaviour not only to traffic conditions but also to drivers' preferences and attitudes, as well as to the way such preferences change for the same driver in different driving sessions. This would ideally lead towards a system where an on-board electronic control unit can be asked by the driver to calibrate its own parameters while he/she manually drives for a few minutes (learning mode). After calibration, the control unit switches to the running mode where the learned driving style is applied. The learning mode can be activated by any driver of the car, for any driving session and each time he/she wishes to change the current driving behaviour of the cruise control system. The modelling framework which we propose to implement comprises four layers (sampler, profiler, tutor, performer). The sampler is responsible for human likeness and can be calibrated while in learning mode. Then, while in running mode, it works together with the other modelling layers to implement the logic. This paper presents the overall framework, with particular emphasis on the sampler and the profiler that are explained in full mathematical detail. Specification and calibration of the proposed framework are supported by the observed data, collected by means of an instrumented vehicle. The data are also used to assess the proposed framework, confirming human-like and fully-adaptive characteristics. JF - Transportation Research, Part C AU - Bifulco, Gennaro Nicola AU - Pariota, Luigi AU - Simonelli, Fulvio AU - Di Pace, Roberta AD - Department of Transportation Engineering, University of Naples Federico II, via Claudio 21, 80125 Napoli, Italy, gennaro.bifulco@unina.it Y1 - 2013/04// PY - 2013 DA - Apr 2013 SP - 156 EP - 170 PB - Elsevier B.V., 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 United States VL - 29 SN - 0968-090X, 0968-090X KW - Environment Abstracts KW - Adaptive Cruise Control (ACC) KW - Car-following KW - Learning-machine KW - Advanced Driving Assistance Systems (ADAS) KW - Intelligent Transportation Systems (ITS) KW - Dynamic systems KW - Attitudes KW - Transportation KW - Control systems KW - Profilers KW - Traffic KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1323257746?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=Development+and+testing+of+a+fully+Adaptive+Cruise+Control+system&rft.au=Bifulco%2C+Gennaro+Nicola%3BPariota%2C+Luigi%3BSimonelli%2C+Fulvio%3BDi+Pace%2C+Roberta&rft.aulast=Bifulco&rft.aufirst=Gennaro&rft.date=2013-04-01&rft.volume=29&rft.issue=&rft.spage=156&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2011.07.001 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-02-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Attitudes; Transportation; Control systems; Profilers; Traffic DO - http://dx.doi.org/10.1016/j.trc.2011.07.001 ER - TY - RPRT T1 - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS. AN - 16383516; 15674 AB - PURPOSE: The construction of an intermodal transportation facility on an 800-acre site in and on the banks of the Arkansas River in Pope County, Arkansas is proposed. The City of Russellville and Pope County established the River Valley Regional Intermodal Facilities Authority to promote economic development and job creation in the Arkansas River Valley (ARV) region which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The specific mechanism by which the Authority proposes to promote economic development is to construct and operate a multi-modal transportation complex in the river valley with access to the McClellan-Kerr Arkansas River Navigation System via a slackwater harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class I Union Pacific Railroad and/or though The Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services would include on-site rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the Red Alternative, the facility would be constructed on an 832-acre tract located near river mile 203. Most of this site would be within the floodplain of the Arkansas River and a levee system would be required to protect the proposed facilities. The preferred Green Alternative would use an 882-acre tract located near river mile 203. Levee protection also would be required at this site, but some high quality wetlands would be avoided and the levee would be set back to protect the forested riparian corridor. The Purple Alternative site is a 742-acre tract of rolling terrain located near river mile 220 along the north shore which would involve minimal impacts to wetlands and floodplains. The cost estimate for the proposed intermodal complex is between $10 million and $30 million. POSITIVE IMPACTS: The proposed complex would bring long-term beneficial economic impacts to the region as a result of increased truck, rail, and river commerce. Graduates of Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School would provide a steady flow of highly trained workers for the intermodal facility. NEGATIVE IMPACTS: Development of the intermodal facility site and rail, road, and maritime connections would displace wetlands and upland habitat. Implementation of the preferred alternative would remove 615 acres of land from agricultural production and impact 886 acres of the 100-year floodplain. Barge fleeting operations could increase wildlife disturbance and streambank erosion. Six residences would be displaced. Operations would create long-term potential for minor releases of chemicals and fuels. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.) 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 draft supplemental EISs, see 06-0272, Volume 30, Number 2 and 10-0489D, Volume 34, Number 2, respectively. JF - EPA number: 130072, 530 pages, March 29, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: Federal Aid Project No. HPP-0268(2) KW - Barges KW - Dikes KW - Farmlands KW - Floodplains KW - Harbors KW - Harbor Structures KW - Industrial Parks KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Socioeconomic Assessments KW - Storage KW - Transportation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Arkansas River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16383516?accountid=14244 L2 - http://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=2013-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS.&rft.title=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2013-06-01 N1 - SuppNotes - Final. Preparation date: March 29, 2013 N1 - Last updated - 2013-06-26 ER - TY - RPRT T1 - KING COAL HIGHWAY DELBARTON TO BELO PROJECT AND BUFFALO MOUNTAIN SURFACE MINE CLEAN WATER ACT SECTION 404 PERMIT APPLICATION, MINGO COUNTY, WEST VIRGINIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2000). AN - 16382053; 15676 AB - PURPOSE: A joint-use project involving a portion of the King Coal Highway (KCH) in Mingo County, West Virginia and a surface coal mine under development in the same vicinity is proposed. The Delbarton to Belo Project would involve a location shift of a portion of the KCH, a 94-mile program of transportation projects described in a final EIS issued in June of 2000. Small sections of the larger KCH are already open and a few other sections are currently under construction; however, the section between the towns of Delbarton and Belo has not been constructed yet. CONSOL Energy, Inc. is in the process of developing the Buffalo Mountain Surface Mine and expects to mine 2,300 acres of land located between WV 65 and the approved KCH corridor. CONSOLs proposed mine plan would accommodate a rough-grade road bed for the Delbarton to Belo Project and planners for the highway and the Buffalo Mountain Surface Mine saw considerable merit in exploring joint development opportunities as a way to lessen potential environmental impacts and reduce costs. The Delbarton to Belo Project would involve construction of the portion of the KCH between Delbarton and Belo in an eastward-shifted corridor on a rough-grade road bed that is incorporated into CONSOL's post-mining land use plan. The alignment would begin on US 52 approximately 1.5 miles west of the intersection of US 52 and WV 65 in Delbarton, slightly east of the original KCH corridor. Approximately 0.1 mile from its southern terminus on US 52, the highway would enter the southwestern limit of the proposed mine permit boundary, and continue across the surface mine in a north/northwesterly direction for 5.0 miles. It would exit the northern limit of the permit boundary and continue for 1.8 miles to its northern terminus located about 0.3 of a mile west of the intersection of US 119 and WV 65 in Belo. The total length of the alignment is 6.9 miles on lands owned or controlled by CONSOL. Once fully completed, the Delbarton to Belo Project would provide an operationally independent section of the KCH consisting of a four-lane, divided highway with partially controlled access. If construction of the Buffalo Mountain Surface Mine begins but is terminated sooner than expected for any reason, development of the highway through the mine area would still proceed. In addition to the proposed joint-use project, this draft supplemental EIS considers a No Action Alternative. POSITIVE IMPACTS: The proposed project would facilitate the recovery of 16.8 million tons of bituminous coal reserves to satisfy national and international demand for electricity. The joint development initiative would limit the impacts from two nearby areas to one location; avoid significant stream impacts to the Miller Creek watershed; provide a more comprehensive mitigation strategy for impacts to streams; provide treatment for wastewater discharges to area streams; establish deed restrictions along mitigation channels in the Miller and Pigeon Creek watersheds that would ensure undisturbed acreage in perpetuity; and create a utility corridor through the center of the project area specifically aimed at creating new housing and sustainable employment opportunities. NEGATIVE IMPACTS: The project would impact 0.2 acre of wetlands, 47,000 linear feet of permanent streams, 2,520 acres of forest, and 6,060 feet of the Hatfield-McCoy Trail. Right-of-way requirements would result in the displacement of 10 residences and two businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the final EIS, see 00-0423F, Volume 24, Number 4. JF - EPA number: 130074, 515 pages, March 29, 2013 PY - 2013 KW - Roads and Railroads KW - Coal KW - Creeks KW - Forests KW - Highways KW - Highway Structures KW - Mines KW - Mining KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Surface Mining Control and Reclamation Act of 1977, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16382053?accountid=14244 L2 - http://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=2013-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KING+COAL+HIGHWAY+DELBARTON+TO+BELO+PROJECT+AND+BUFFALO+MOUNTAIN+SURFACE+MINE+CLEAN+WATER+ACT+SECTION+404+PERMIT+APPLICATION%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.title=KING+COAL+HIGHWAY+DELBARTON+TO+BELO+PROJECT+AND+BUFFALO+MOUNTAIN+SURFACE+MINE+CLEAN+WATER+ACT+SECTION+404+PERMIT+APPLICATION%2C+MINGO+COUNTY%2C+WEST+VIRGINIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Charleston, West Virginia; DOT N1 - Date revised - 2013-06-01 N1 - SuppNotes - Draft. Preparation date: March 29, 2013 N1 - Last updated - 2013-06-26 ER - TY - JOUR T1 - Numerical Simulation of MSE Wall Behavior Induced by Surface Water Infiltration AN - 1855083402; PQ0003945616 AB - A series of numerical simulations including transient seepage analyses and stress deformation analyses were performed in order to predict the behavior of a MSE wall subjected to surface-water infiltration. In this research, two mechanisms to cause the deformation due to wetting were considered: (1) the deformation induced by shear strength decreases and (2) the volumetric deformation (swell or collapse) due to wetting. The effects of a low as-compacted water content and a low-quality compaction zone behind the wall face on the wall behavior were investigated. As result of the simulations, the wall deformations (face deflections and reinforced-soil settlements) and reinforcement tensions (maximum tensions) are presented at the end of construction and after periods of surface water infiltration. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Kim, Wan Soo AU - Borden, Roy H AD - Soils Engineer, Virginia Department of Transportation, Materials Division, 1401 East Broad Street, Richmond, VA 23219; email: wansoo.kim[at]vdot.virginia.gov; (Formerly Research Assistant, Department of Civil, Construction, and Environmental Engineering, North Carolina State University, Campus Box 7908, Raleigh, NC 27695-7908) Y1 - 2013/03/22/ PY - 2013 DA - 2013 Mar 22 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States SN - 1090-0241, 1090-0241 KW - Environment Abstracts; Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Simulation Analysis KW - Surface water KW - Collapse KW - Surface Water KW - Deflection KW - Compaction KW - Swell KW - Shear strength KW - Numerical analysis KW - Engineering KW - Infiltration KW - Seepages KW - Tension KW - Deformation KW - Q2 09282:Materials technology, corrosion, fouling and boring KW - SW 0810:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855083402?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=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Numerical+Simulation+of+MSE+Wall+Behavior+Induced+by+Surface+Water+Infiltration&rft.au=Kim%2C+Wan+Soo%3BBorden%2C+Roy+H&rft.aulast=Kim&rft.aufirst=Wan&rft.date=2013-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%2F%28ASCE%29GT.1943-5606.0000927 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 N1 - SubjectsTermNotLitGenreText - Shear strength; Numerical analysis; Surface water; Deflection; Seepages; Compaction; Swell; Deformation; Engineering; Simulation Analysis; Infiltration; Collapse; Surface Water; Tension DO - http://dx.doi.org/10.1061/(ASCE)GT.1943-5606.0000927 ER - TY - RPRT T1 - PROPOSED MODERNIZATION AND EXPANSION OF TOWNSEND BOMBING RANGE, MCINTOSH AND LONG COUNTIES, GEORGIA. AN - 16383394; 15668 AB - PURPOSE: The expansion of Townsend Bombing Range (TBR) in McIntosh County, Georgia to meet current training requirements for pilots of Marine Air Group 31 (MAG-31) stationed at Marine Corps Air Station (MCAS) Beaufort, South Carolina is proposed. TBR is a 5,183-acre federal property owned by the U.S. Marine Corps and operated by the Georgia Air National Guard as a part of its Combat Readiness Training Center. In addition to being an essential training asset to Marine Corps aviation units, the U.S. Navy, U.S. Air Force and Air National Guard, and U.S. Army also train at TBR. MAG-31 currently flies the F/A-18 Hornet, a fighter and attack jet aircraft that carries out air-to-air and air-to-ground missions from land bases and aircraft carriers. TBRs present configuration does not meet all the requirements of the current F/A-18 air-to-ground training syllabus, including the delivery of precision-guided munitions (PGMs); furthermore, no range within the local flying area is capable of supporting MAG-31s required level of PGM training. Munitions that are currently utilized at TBR are non-guided, inert weapons; and the proposed modernization would continue air-to-ground training with inert munitions only. The proposed action would involve acquiring additional property in Long and McIntosh counties, the purchase of a timber easement from McIntosh County on 3,007 acres of land within the current TBR boundary, and constructing the necessary infrastructure to allow the use of PGMs. Key issues include effects on property values and property taxes, area available for recreational activities, protected wildlife species and habitat, water resources (wetlands and the Altamaha River corridor), noise, and transportation. This final EIS considers a No Action Alternative and four expansion alternatives involving three possible land acquisition areas. Alternative 1 would include acquisition areas 1A and 1B totaling 11,187 acres. Alternative 2 would include acquisition area 3 only (23,480 acres). Alternative 3 would include acquisition areas 1A, 1B, and 3 for a total of 34,667 acres. Alternative 4, which is the preferred alternative, would include areas 1B and 3 for a total of 28,436 acres. Under all four action alternatives, the existing airspace would be modified by extending the current restricted area laterally to the proposed acquisition area boundary. All the action alternatives would involve the installation of target scoring equipment, facility and/or tower construction, and roadway construction/improvement. The maximum noise level from strafing operations would be the same as current conditions. POSITIVE IMPACTS: The modernization and expansion would provide an enhanced, air-to-ground training range for MAG-31 F/A-18s that would safely accommodate the use of inert PGMs as well as the suite of inert weapons that are currently used at TBR and thus achieve greater readiness proficiency for air-to-ground operations. NEGATIVE IMPACTS: Implementation would result in minimal impacts to land use including the loss of 10 acres of prime farmland and loss of access to limited quasi-public hunting and fishing areas. Under the preferred alternative, construction of target areas would impact 1,256.5 acres of vegetation, 12.3 acres of floodplain, and 301 acres of wetlands. Eastern indigo snake, gopher tortoise, and wood stork may be affected, but are not likely to be adversely affected. Prescribed burns employed to eliminate potential wildfire fuels would have long-term moderate impacts on air quality. Forest management changes would result in a tax revenue loss in Long and McIntosh counties. The proposed acquisition area contains 32 total cultural resources including 12 potentially historic properties. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 130066, Final EIS--481 pages, Appendices--1,672 pages, March 22, 2013 PY - 2013 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Burning (Prescribed) KW - Cultural Resources KW - Easements KW - Farmlands KW - Forests KW - Land Acquisitions KW - Land Use KW - Military Facilities (Marine Corps) KW - Military Operations (Air Force) KW - Military Operations (Army) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Munitions KW - Noise Assessments KW - Section 106 Statements KW - Vegetation KW - Weapon Systems KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Marine Corps Air Station Beaufort South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16383394?accountid=14244 L2 - http://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=2013-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROPOSED+MODERNIZATION+AND+EXPANSION+OF+TOWNSEND+BOMBING+RANGE%2C+MCINTOSH+AND+LONG+COUNTIES%2C+GEORGIA.&rft.title=PROPOSED+MODERNIZATION+AND+EXPANSION+OF+TOWNSEND+BOMBING+RANGE%2C+MCINTOSH+AND+LONG+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Marine Corps Air Station Beaufort, Beaufort, South Carolina; NAVY N1 - Date revised - 2013-06-01 N1 - SuppNotes - Final. Preparation date: March 22, 2013 N1 - Last updated - 2013-06-18 ER - TY - RPRT T1 - INTERSTATE 90 SNOQUALMIE PASS EAST, KITTITAS COUNTY, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2008). AN - 16379376; 15671 AB - PURPOSE: A design modification to the Interstate 90 (I-90) Snoqualmie Pass East Project, in Kittitas County, Washington is proposed. The Federal Highway Administration and the Washington Department of Transportation prepared a 2005 draft EIS and a 2008 final EIS for proposed improvements to a 15-mile portion of I-90 immediately east of Snoqualmie Pass in the Cascade Mountains, from Hyak at milepost 55.1 to Easton at milepost 70.3. This stretch of I-90 passes through the Okanogan-Wenatchee National Forest. In fall 2011, the contractor constructing the portion of the I-90 project that encompasses the snowshed along Keechelus Lake proposed a design modification that would replace the existing snowshed with eastbound and westbound avalanche bridges instead of the expanded snowshed included in the alternative selected in the 2008 Record of Decision. This final supplemental EIS considers the two design options for the portion of I-90 between milepost 57.9 and milepost 58.4. The snowshed would minimize the need for highway closures due to avalanches, avalanche control, and rock fall. However, this enclosed structure requires fire and life-safety systems that are expensive to operate and maintain. The preferred avalanche bridges would provide comparable avalanche and rock fall protection and avoid the need for fire and life-safety systems. The Record of Decision documents the selection of the avalanche bridges, which would cost an estimated $71 million to construct. POSITIVE IMPACTS: The avalanche bridges would result in potential cost savings of $37 million over the 75-year design life of the structures. NEGATIVE IMPACTS: The selected alternative will impact 3.3 acres more terrestrial habitat and require acquisition of additional highway easement area as compared to the snowshed option. Bridge construction could result in temporary, adverse impacts to a threatened population of bull trout in Keechelus Lake, but the continued existence of the coterminous population of Columbia River bull trout is not likely to be jeopardized. The existing snowshed, which was listed on the National Register of Historic Places in 1995, will be demolished. 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 Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0640D, Volume 29, Number 4 and 08-0462F, Volume 32, Number 4, respectively. JF - EPA number: 130069, Final EIS and Record of Decision--48 pages, March 22, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-05-01-FS KW - Biologic Assessments KW - Demolition KW - Forests KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Recreation Resources KW - Safety KW - Transportation KW - Visual Resources Surveys KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Okanogan-Wenatcheee National Forest KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16379376?accountid=14244 L2 - http://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=2013-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+90+SNOQUALMIE+PASS+EAST%2C+KITTITAS+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2008%29.&rft.title=INTERSTATE+90+SNOQUALMIE+PASS+EAST%2C+KITTITAS+COUNTY%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2008%29.&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 - 2013-06-01 N1 - SuppNotes - Final. Preparation date: March 22, 2013 N1 - Last updated - 2013-06-18 ER - TY - CPAPER T1 - Corrosion Failure of Post-Tensioned Tendons in Presence of Deficient Grout T2 - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AN - 1369229129; 6214497 JF - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AU - Lau, Kingsley AU - Paredes, Mario Y1 - 2013/03/17/ PY - 2013 DA - 2013 Mar 17 KW - Corrosion KW - Tendons UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1369229129?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=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.atitle=Corrosion+Failure+of+Post-Tensioned+Tendons+in+Presence+of+Deficient+Grout&rft.au=Lau%2C+Kingsley%3BParedes%2C+Mario&rft.aulast=Lau&rft.aufirst=Kingsley&rft.date=2013-03-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.issn=&rft_id=info:doi/ L2 - http://www.nace.org/cstm/Events/Schedule.aspx?id=3c0b3545-0379-e111-ba5a-0050569a007b LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-31 N1 - Last updated - 2013-06-19 ER - TY - CPAPER T1 - Corrosion Evaluation of Repair-Grouted Post-Tensioned Tendons in Presence of Bleed Water T2 - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AN - 1369228114; 6214533 JF - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AU - Lau, Kingsley AU - Powers, Rodney AU - Paredes, Mario Y1 - 2013/03/17/ PY - 2013 DA - 2013 Mar 17 KW - Corrosion KW - Tendons UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1369228114?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=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.atitle=Corrosion+Evaluation+of+Repair-Grouted+Post-Tensioned+Tendons+in+Presence+of+Bleed+Water&rft.au=Lau%2C+Kingsley%3BPowers%2C+Rodney%3BParedes%2C+Mario&rft.aulast=Lau&rft.aufirst=Kingsley&rft.date=2013-03-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.issn=&rft_id=info:doi/ L2 - http://www.nace.org/cstm/Events/Schedule.aspx?id=3c0b3545-0379-e111-ba5a-0050569a007b LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-31 N1 - Last updated - 2013-06-19 ER - TY - CPAPER T1 - Laboratory Corrosion Assessment of Post-Tensioned Tendons Repaired with Dissimilar Grout T2 - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AN - 1369227892; 6214514 JF - 68th Annual Meeting of the National Association of Corrosion Engineering (CORROSION 2013) AU - Lau, Kingsley AU - Rafols, Juan AU - Lasa, Ivan AU - Paredes, Mario Y1 - 2013/03/17/ PY - 2013 DA - 2013 Mar 17 KW - Corrosion KW - Tendons UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1369227892?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=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.atitle=Laboratory+Corrosion+Assessment+of+Post-Tensioned+Tendons+Repaired+with+Dissimilar+Grout&rft.au=Lau%2C+Kingsley%3BRafols%2C+Juan%3BLasa%2C+Ivan%3BParedes%2C+Mario&rft.aulast=Lau&rft.aufirst=Kingsley&rft.date=2013-03-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=68th+Annual+Meeting+of+the+National+Association+of+Corrosion+Engineering+%28CORROSION+2013%29&rft.issn=&rft_id=info:doi/ L2 - http://www.nace.org/cstm/Events/Schedule.aspx?id=3c0b3545-0379-e111-ba5a-0050569a007b LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-31 N1 - Last updated - 2013-06-19 ER - TY - RPRT T1 - STATE ROUTE 180 WESTSIDE EXPRESSWAY ROUTE ADOPTION STUDY, FRESNO COUNTY, CALIFORNIA. AN - 16397777; 15665 AB - PURPOSE: The adoption of a route for a four-lane expressway for State Route 180 (SR 180) from Interstate 5 (I-5) to the western terminus of SR 180, Fresno County, California is proposed. The study area is located west of the city of Fresno, from Whitesbridge Avenue on the south, nearly to the San Joaquin River on the north, and from I-5 on the west to the end of the freeway portion of SR 180 near Valentine Avenue on the east. Agricultural landscapes predominate and include flat cropland, vineyards, orchards, and some feedlots and dairies. SR 180 is primarily a two-lane conventional highway within the study area and the easternmost section (Whitesbridge Avenue) between Kerman and Fresno is projected to have inadequate capacity to accommodate travel demand by 2030. This tier I final EIS considers three proposed route alternatives together with additional route variations and a No Action Alternative. Alternative 1 would extend and improve existing SR 180. The alignment extends 48 miles across the valley, beginning at a point where a westerly extension of Belmont Avenue would intersect I-5. The alignment proceeds east crossing the California Aqueduct and turns southeast between San Diego Avenue and Ohio Avenue, passing south of the City of Mendota. This alternative generally follows existing SR 180 until it reaches a connection with the existing SR 180 freeway terminus at Brawley Avenue. Variation 1A (Shields Avenue/West Mendota Bypass) would provide additional opportunities for access for the City of Firebaugh and begins on the west end at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles then dips southeasterly just west of Mendota, to bypass the city. Variation 1B would bypass the city of Kerman to the north. Variation 1C would bypass both Kerman and the unincorporated community of Rolinda. The Southern Route Alternative (Alternative 2) extends 49 miles, follows the same alignment as Alternative 1 until just east of SR 33, then runs northeasterly to generally follow the McKinley Avenue, Belmont Avenue, and Nielsen Avenue alignments to join the existing SR 180 freeway. The Northern Route Alternative (Alternative 3) extends 50 miles beginning at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles to SR 33 north of Mendota. From SR 33, the route continues eastward and generally parallel to the south of the San Joaquin River/Madera County line. The route veers southeasterly to coincide with Alternative 2 for the remainder of the alignment. The preferred alternative combines the alignments of a modified Alternative 1 (between Mendota and the western city limits of Fresno, except in Kerman), Variation 1A (between I-5 and Mendota), and Variation 1B that bypasses Kerman to the north. POSITIVE IMPACTS: The formal adoption of a route would enable planning for future transportation projects to improve mobility east and west through the center of Fresno County and the San Joaquin Valley. Future improvements would provide: adequate capacity for the regional movement of people and goods; continuity for east-west regional travel; improved accessibility and shorter travel times between Westside communities; and improved safety. NEGATIVE IMPACTS: Construction of the preferred alternative would convert 5,612 acres of farmland and impact 124 acres of pasture, 621 acres of annual grassland, 745 acres of habitat with potential for supporting vernal pools, 38 acres of potential wetlands, and 28 acres of potential other waters. A moderate potential for take of threatened and endangered species could impact blunt-nosed leopard lizard, San Joaquin woollythreads, giant kangaroo rat, Fresno kangaroo rat, San Joaquin kit fox, giant garter snake, greater sandhill crane, and Swainsons hawk. New right-of-way requirements would displace 83 residences and 33 businesses, and would impact Javiers Fresno West Golf and Country Club, Kiwanis Park, Kerman High School, the San Luis Canal Segment of the California Aqueduct, and the community of Rolinda. Noise would affect 14 receptor sites and visual/aesthetic resources would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 130063, Final EIS--508 pages, Comments and Responses--230 pages, March 15, 2013 PY - 2013 KW - Roads and Railroads KW - Birds KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Land Use KW - Noise KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Schools KW - Transportation KW - Section 4(f) Statements KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16397777?accountid=14244 L2 - http://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=2013-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Fresno, California; DOT N1 - Date revised - 2013-06-01 N1 - SuppNotes - Final. Preparation date: March 15, 2013 N1 - Last updated - 2013-06-07 ER - TY - RPRT T1 - F-15 AIRCRAFT CONVERSION, 144TH FIGHTER WING, CALIFORNIA AIR NATIONAL GUARD, FRESNO-YOSEMITE INTERNATIONAL AIRPORT, FRESNO COUNTY, CALIFORNIA. AN - 16383313; 15645 AB - PURPOSE: An aircraft conversion for the 144th Fighter Wing (144 FW) of the California Air National Guard at Fresno-Yosemite International Airport (IAP) in Fresno County, California is proposed. The proposal to convert the unit from the F-16 Fighting Falcon aircraft and operations to the F-15 Eagle aircraft and operations would also include Detachment 1, based at March Air Reserve Base (ARB). Fresno-Yosemite IAP is a public use airport owned and operated by the City of Fresno. March ARB is located in Riverside County, California between the cities of Moreno Valley and Riverside. The 144 FW currently provides trained F-16 aircrews for the defense of airspace along the West Coast from the U.S. border with Mexico to the California border with Oregon. To implement the Aerospace Control Alert (ACA) mission, three aircraft at both March ARB and at Fresno-Yosemite IAP remain on alert at all times. As part of an effort to restructure the fighter fleet to accommodate reduced defense budgets, the F-16 aircraft based at the 144 FW at Fresno-Yosemite IAP would be transferred, under a separate action, to the 162nd Fighter Wing (162 FW) in Tucson, Arizona. The F-15 aircraft based at the 120th Fighter Wing in Great Falls, Montana would be transferred to the 144 FW in Fresno. Three alternatives are analyzed in this final EIS. Under the No Action Alternative, the 144 FW would continue to conduct their current mission using the existing 18 F-16 primary assigned aircraft until such time as the aircraft are relocated to the 162 FW. Following the relocation of the aircraft to the 162 FW, the 144 FW would have no aircraft at Fresno-Yosemite IAP to meet their mission needs. The alert missions and associated aircraft at both Fresno-Yosemite IAP and March ARB (three F-16 aircraft at each installation) would remain. Under the preferred alternative (Alternative 1), the 144 FW would convert from 18 F-16 aircraft to 18 F-15 aircraft. In general, at least three of these aircraft would always be located at March ARB, serving the ACA mission out of that location. These aircraft would be periodically rotated to and from Fresno for maintenance. Thus, 15 F-15 aircraft would be based at their installation at Fresno-Yosemite IAP. The 144 FW would implement minor construction projects for the conversion, as well as other construction, alteration, and demolition projects associated with their installation development plan. Under Alternative 2, the 144 FW would convert from 18 F-16 aircraft to 24 F-15 primary assigned aircraft and three back-up aircraft As under the preferred alternative, the ACA aircraft at March ARB would be periodically rotated to and from Fresno for maintenance. POSITIVE IMPACTS: Implementation would ensure that the ACA mission continues to be appropriately positioned geographically to provide air superiority over the U.S West Coast while allowing the Air Force to develop an optimal mix of fighter aircraft, suited to current needs. NEGATIVE IMPACTS: The estimated annual net increase in nitrogen oxides emissions in 2014 would equal 11.15 tons per year; and in 2015 and beyond the net increase in annual operational emissions of nitrogen oxides would be 10.93 tons per year. The conversion would expand noise contours in all directions. Under the preferred alternative, the number of acres contained within the community noise equivalent level (CNEL) 65 decibels and greater exposure area would increase by 815 acres, or 41 percent. Approximately 724 of these acres would be off the airport property. Roughly 3,304 persons would be affected by CNEL of 65 dB and above with 1,873 persons newly affected. JF - EPA number: 130043, 644 pages, March 1, 2013 PY - 2013 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Buildings KW - Demolition KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Nitrogen Oxides KW - Noise Assessments KW - California KW - Fresno-Yosemite International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16383313?accountid=14244 L2 - http://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=2013-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-15+AIRCRAFT+CONVERSION%2C+144TH+FIGHTER+WING%2C+CALIFORNIA+AIR+NATIONAL+GUARD%2C+FRESNO-YOSEMITE+INTERNATIONAL+AIRPORT%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=F-15+AIRCRAFT+CONVERSION%2C+144TH+FIGHTER+WING%2C+CALIFORNIA+AIR+NATIONAL+GUARD%2C+FRESNO-YOSEMITE+INTERNATIONAL+AIRPORT%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Guard Bureau, Joint Base Andrews, Maryland; AF N1 - Date revised - 2013-05-01 N1 - SuppNotes - Final. Preparation date: March 1, 2013 N1 - Last updated - 2013-05-29 ER - TY - JOUR T1 - Model for assessing marine pollution risk of PX project based on set-pair analysis AN - 1555015590; 20463148 AB - In order to assess the marine pollution risk of the maritime transportation of raw material in PX project, an integrated assessment model for water pollution risk of PX project based on set-pair analysis is proposed. The model starts with four factors including the ship, the crew, the external environment and the management, and the risk is divided into five grades. The assessment indicators are divided into four first grade indices and fifteen second grade indices to set up an index system. The assessment indices are rated by three experts, and the statistics of the second grade indices are obtained. A ship which transports the raw material of PX project is used as a case, which shows that the assessment result is in accordance with the practical situation and the method is reasonable and practicable. JF - Shanghai Haishi Daxue Xuebao / Journal of Shanghai Maritime University AU - Li, Shaoping AU - Huang, Jialiang AU - Xie, Gan AU - Huang, Zhaoxia AD - Maritime Administration and Maritime Law Science Research Center, Jimei Univ., Xiamen 361021, Fujian, China, lsp2003@jmu.edu.cn Y1 - 2013/03// PY - 2013 DA - Mar 2013 SP - 45 EP - 49 PB - Shanghai Maritime University, 1550 Haigang Ave., Lingang New City Shanghai 201306 VL - 34 IS - 1 SN - 1672-9498, 1672-9498 KW - Pollution Abstracts; Oceanic Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Risk Abstracts KW - Risk assessment KW - Ships KW - Environmental monitoring KW - Marine KW - Raw materials KW - Environmental factors KW - Risks KW - Water pollution KW - Risk management KW - Transportation KW - Marine pollution KW - Risk factors KW - Environment management KW - Modelling KW - P 1000:MARINE POLLUTION KW - Q2 09301:Surface vehicles KW - R2 23070:Economics, organization KW - O 4060:Pollution - Environment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1555015590?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=Shanghai+Haishi+Daxue+Xuebao+%2F+Journal+of+Shanghai+Maritime+University&rft.atitle=Model+for+assessing+marine+pollution+risk+of+PX+project+based+on+set-pair+analysis&rft.au=Li%2C+Shaoping%3BHuang%2C+Jialiang%3BXie%2C+Gan%3BHuang%2C+Zhaoxia&rft.aulast=Li&rft.aufirst=Shaoping&rft.date=2013-03-01&rft.volume=34&rft.issue=1&rft.spage=45&rft.isbn=&rft.btitle=&rft.title=Shanghai+Haishi+Daxue+Xuebao+%2F+Journal+of+Shanghai+Maritime+University&rft.issn=16729498&rft_id=info:doi/ LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-01 N1 - Last updated - 2015-08-05 N1 - SubjectsTermNotLitGenreText - Environmental monitoring; Marine pollution; Environmental factors; Raw materials; Water pollution; Risks; Modelling; Ships; Risk assessment; Risk management; Transportation; Risk factors; Environment management; Marine ER - TY - JOUR T1 - Ecological impacts of marine reclamation in Bohai sea from 1981 to 2011 AN - 1520362252; 19637363 AB - The decreased area of coastal wetlands and shallow sea due to marine reclamation was calculated based on the remote sensing image. The coastal landscape ecology and water quality were analyzed. The total economic losses of marine biological resources, humanistic and social value, wave dissipation, siltation promotion and revetment were estimated according to the theory and research methods of ecological economics and related statistical data. The results showed that, during the 30 years, the length of artificial shoreline of Bohai Sea raised from 386.86 km to 1 601.50 km, accounted for 42.57% of the total shoreline; the newly formed land area caused mainly by marine reclamation was 2 278.34 km super(2) , accounted for 2.96% of the total area, which resulted in a total loss of 250.62 billion CNY of the above three indicators. The results of this study can be used for scientific basis for the development of Bohai Sea Environmental Protection Plan. JF - Marine environmental science/Haiyang Huanjing Kexue. Dalian AU - LI, Shi-tao AU - WANG, Nuo AU - ZHANG, Yuan-ling AU - SONG, Nan-qi AD - Department of Transportation Management, Dalian Maritime University, Dalian 116026, China, lishitao_168@163.com Y1 - 2013/03// PY - 2013 DA - March 2013 SP - 926 EP - 929 PB - Ocean Press, 1 Fuxingmenwai Street Beijing 100860 China VL - 32 IS - 6 SN - 1007-6336, 1007-6336 KW - Ecology Abstracts; Sustainability Science Abstracts; Environment Abstracts; Oceanic Abstracts KW - Bohai Sea KW - marine reclamation KW - ecology KW - environment KW - valuation KW - Statistics KW - Remote sensing KW - Water quality KW - Ecology KW - Research methods KW - Economics KW - Wave dissipation KW - Waves KW - Wetlands KW - Marine KW - Data processing KW - Landscape KW - Silting KW - Reclamation KW - Environmental protection KW - INW, Bohai Sea KW - Social values KW - O 4090:Conservation and Environmental Protection KW - M3 1010:Issues in Sustainable Development KW - ENA 12:Oceans & Estuaries KW - D 04060:Management and Conservation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1520362252?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%3Aecology&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Marine+environmental+science%2FHaiyang+Huanjing+Kexue.+Dalian&rft.atitle=Ecological+impacts+of+marine+reclamation+in+Bohai+sea+from+1981+to+2011&rft.au=LI%2C+Shi-tao%3BWANG%2C+Nuo%3BZHANG%2C+Yuan-ling%3BSONG%2C+Nan-qi&rft.aulast=LI&rft.aufirst=Shi-tao&rft.date=2013-03-01&rft.volume=32&rft.issue=6&rft.spage=926&rft.isbn=&rft.btitle=&rft.title=Marine+environmental+science%2FHaiyang+Huanjing+Kexue.+Dalian&rft.issn=10076336&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-04-01 N1 - Last updated - 2016-03-30 N1 - SubjectsTermNotLitGenreText - Wave dissipation; Remote sensing; Wetlands; Water quality; Silting; Environmental protection; Reclamation; Data processing; Statistics; Landscape; Economics; Waves; Ecology; Research methods; Social values; INW, Bohai Sea; Marine ER - TY - JOUR T1 - Patterns of pedestrian attitudes, perceptions and behaviour in Europe AN - 1492610029; 18931726 AB - This study aims to identify patterns of pedestrian attitudes, perceptions and behaviour in Europe, on the basis of the results of the SARTRE 4 (Social Attitudes to Road Traffic Risk in Europe) pan-European survey carried out in late 2010 and early 2011 (questionnaire-based personal interviews in 19 European countries involving 4290 pedestrians). The various components of pedestrian attitudes and behaviour (e.g. acceptance of measures and penalties, risk-taking behaviour, perceived level of service, etc.) were determined by means of a Principal Component Analysis (PCA) on 33 variables contained in the survey. Moreover, groups of pedestrians with similar attitudinal and behavioural characteristics were identified by means of a Two Step Cluster Analysis. The results revealed eight components, from which six are associated with pedestrian attitudes and two with pedestrian behaviour and were further analysed for different countries and different age and gender groups. Furthermore, the cluster analysis revealed three types of pedestrians. The first type concerns pedestrians with 'positive behaviour and positive attitudes'. The second type concerns pedestrians with 'negative behaviour and negative attitudes', a group into which male and young pedestrians are over-represented. The third type concerns neutral pedestrians with 'positive behaviour but mixed attitudes', a group that presents the largest dispersion between countries and whose proportion defines the dominant type of pedestrian in each country. However, the proportion of the different types of pedestrians in each country does not appear to be associated with pedestrian fatality rates. JF - Safety Science AU - Papadimitriou, E AU - Theofilatos, A AU - Yannis, G AD - National Technical University of Athens, Department of Transportation Planning and Engineering, 5 Heroon Polytechniou Str., GR-15773 Athens, Greece, nopapadi@central.ntua.gr Y1 - 2013/03// PY - 2013 DA - Mar 2013 PB - Elsevier B.V., P.O. Box 211 Amsterdam 1000 AE Netherlands VL - 53 SN - 0925-7535, 0925-7535 KW - Risk Abstracts; Health & Safety Science Abstracts KW - Mortality KW - Attitudes KW - Perception KW - Social attitudes KW - Pedestrians KW - Principal components analysis KW - Gender KW - Risk taking KW - Europe KW - Age groups KW - Traffic KW - H 2000:Transportation KW - R2 23010:General: Models, forecasting UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1492610029?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=Safety+Science&rft.atitle=Patterns+of+pedestrian+attitudes%2C+perceptions+and+behaviour+in+Europe&rft.au=Papadimitriou%2C+E%3BTheofilatos%2C+A%3BYannis%2C+G&rft.aulast=Papadimitriou&rft.aufirst=E&rft.date=2013-03-01&rft.volume=53&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Safety+Science&rft.issn=09257535&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-01-01 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Mortality; Attitudes; Social attitudes; Perception; Principal components analysis; Pedestrians; Gender; Risk taking; Age groups; Traffic; Europe ER - TY - JOUR T1 - A tensor-based method for missing traffic data completion AN - 1323248918; 17781385 AB - Missing and suspicious traffic data are inevitable due to detector and communication malfunctions, which adversely affect the transportation management system (TMS). In this paper, a tensor pattern which is an extension of matrix is introduced into modeling the traffic data for the first time, which can give full play to traffic spatial-temporal information and preserve the multi-way nature of traffic data. To estimate the missing value, a tensor decomposition based Imputation method has been developed. This approach not only inherits the advantages of imputation methods based on matrix pattern for estimating missing points, but also well mines the multi-dimensional inherent correlation of traffic data. Experiments demonstrate that the proposed method achieves a better imputation performance than the state-of-the-art imputation approach even when the missing ratio is up to 90%. Furthermore, the experimental results show that the proposed method can address the extreme case where the data of one or several days are completely missing, and additionally it can be employed to recover the missing traffic data in adverse weather as well. JF - Transportation Research, Part C AU - Tan, Huachun AU - Feng, Guangdong AU - Feng, Jianshuai AU - Wang, Wuhong AU - Zhang, Yu-Jin AU - Li, Feng AD - Department of Transportation Engineering, Beijing Institute of Technology, Beijing 100081, PR China, tanhc@bit.edu.cn Y1 - 2013/03// PY - 2013 DA - Mar 2013 SP - 15 EP - 27 PB - Elsevier B.V., 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 United States VL - 28 SN - 0968-090X, 0968-090X KW - Environment Abstracts KW - Missing data KW - Traffic volume KW - Tensor decomposition KW - Multiple pattern KW - Weather KW - Transportation KW - Traffic management KW - Communications KW - Mines KW - Decomposition KW - Traffic KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1323248918?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=A+tensor-based+method+for+missing+traffic+data+completion&rft.au=Tan%2C+Huachun%3BFeng%2C+Guangdong%3BFeng%2C+Jianshuai%3BWang%2C+Wuhong%3BZhang%2C+Yu-Jin%3BLi%2C+Feng&rft.aulast=Tan&rft.aufirst=Huachun&rft.date=2013-03-01&rft.volume=28&rft.issue=&rft.spage=15&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2012.12.007 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-02-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Weather; Communications; Traffic management; Transportation; Mines; Decomposition; Traffic DO - http://dx.doi.org/10.1016/j.trc.2012.12.007 ER - TY - RPRT T1 - IZEMBEK NATIONAL WILDLIFE REFUGE LAND EXCHANGE/ROAD CORRIDOR, ALASKA. AN - 16395600; 15629 AB - PURPOSE: The exchange of federal lands within the Izembek National Wildlife Refuge (NWR) for lands owned by the State of Alaska and the King Cove Corporation for the purpose of constructing and operating a single lane gravel road between the communities of King Cove and Cold Bay, Alaska is proposed. Most of Izembek NWR is designated wilderness and home to a diverse array of wildlife including five species of salmon, wolf, fox, wolverine, caribou, moose, brown bear, shorebirds, seabirds, and other waterfowl. The proposed road would be used primarily to address health and safety issues, specifically reliable access to and from the Cold Bay Airport. The three-party land exchange would add 56,000 acres to the Izembek and Alaska Peninsula NWRs, designate 43,000 acres as wilderness, transfer 1,600 acres of refuge lands on Sitkinak Island to the State of Alaska, and transfer an estimated 200-acre corridor through Izembek NWR and Izembek Wilderness to allow the State to construct the proposed road. The road corridor would be 19.4 to 21.6 miles long and 100 feet wide and would connect the road terminus at the Northeast Hovercraft Terminal within the existing Cold Bay road system. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2 proposes a southern road alignment and the exchange of an estimated 201 acres of federal land, including 131 acres in Izembek Wilderness, for the road corridor. Under Alternative 3, a central road alignment would involve the exchange of an estimated 227 acres of federal land, including 152 acres in Izembek Wilderness. Under both road alternatives, an area in the vicinity of Blinn Lake that is currently designated as Alaska Peninsula NWR, but administered by Izembek NWR, would become part of Izembek NWR. Alternative 4 would involve the use of existing hovercraft and the terminal at Cross Wind Cove for transportation. Under Alternative 5, ferry service would be provided six days per week for the 14-mile trip between a terminal in Lenard Harbor and a substantially modified Cold Bay dock. The Lenard Harbor terminal structure would have to be replaced and upgrades to the parking area and security fencing would also be necessary. Alternatives 4 and 5 would not include a land exchange. The preferred alternative of the U.S. Fish and Wildlife Service is the No Action Alternative. POSITIVE IMPACTS: While the land exchange would allow for construction of a reliable transportation system that would provide access to emergency medical and other services to King Cove residents, the No Action Alternative would protect the heart of a pristine landscape and designated wilderness. NEGATIVE IMPACTS: The proposed exchange would fragment the Izembek Wilderness and impact natural quality, undeveloped quality, and opportunities for solitude. Ground disturbing activities would increase the risk for spread of invasive plants and could have an adverse impact on archaeological sites. The proposed road would cross two to eight anadromous or fish-bearing streams and increased access could result in increased harvesting pressure. Road construction and operation would have a major adverse effect on tundra swan, brant, emperor goose and common loon populations, and a moderate effect on other breeding birds, migrating birds, and wintering birds. In addition, Alternative 2 would have a major adverse effect on caribou. Alternatives 2 and 3 would have a moderate adverse effect on bears. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Omnibus Public Land Management Act of 2009 (P.L. 111-11), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Wilderness Act of 1964 (16 U.S.C. 1131 et seq.). JF - EPA number: 130027, Final EIS--1,092 pages, Appendices--1,379 pages, February 15, 2013 PY - 2013 KW - Parks, Refuges and Forests KW - Birds KW - Creeks KW - Ferries KW - Fish KW - Land Acquisitions KW - Preserves KW - Property Disposition KW - Roads KW - Safety KW - Transportation KW - Wetlands KW - Wilderness KW - Wilderness Management KW - Wildlife KW - Wildlife Habitat KW - Alaska KW - Alaska Maritime National Wildlife Refuge KW - Alaska Peninsula National Wildlife Refuge KW - Izembek National Wildlife Refuge KW - Sitkinak Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Omnibus Public Land Management Act of 2009, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - Wilderness Act of 1964, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16395600?accountid=14244 L2 - http://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=2013-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IZEMBEK+NATIONAL+WILDLIFE+REFUGE+LAND+EXCHANGE%2FROAD+CORRIDOR%2C+ALASKA.&rft.title=IZEMBEK+NATIONAL+WILDLIFE+REFUGE+LAND+EXCHANGE%2FROAD+CORRIDOR%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Anchorage, Alaska; DOI N1 - Date revised - 2013-05-01 N1 - SuppNotes - Final. Preparation date: February 15, 2013 N1 - Last updated - 2013-05-09 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, TIER 2 - PRESQUE ISLE BYPASS, AROOSTOOK COUNTY, MAINE. AN - 16396401; 15622 AB - PURPOSE: Construction of a bypass east of downtown Presque Isle in northeastern Aroostook County, Maine is proposed. The bypass is part of the Aroostook County Transportation Study (ACTS) which began in 1999 as a Tier 1 study to identify improvements that would enhance travel mobility and support regional economic growth. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The Tier 1 draft EIS of March, 2002 examined four major corridors at a macro-level and also identified segments of the overall north-south corridor that could be funded and constructed within a reasonable time frame. A draft supplemental EIS published in June, 2006 included Tier 1 analyses of the four corridor alternatives and a Tier 2-level analysis of three of the eleven segments: Segment 2, a 25.9-mile, two-lane upgrade of Route 161 between Caribou and Cross Lake Township; Segment 4, a 5.5-mile new connection between the Route 1/ High Street intersection and Route 161 in Caribou; and Segment 7, the Presque Isle Bypass. In December 2009, a final EIS was circulated that included both Tier 1 level analysis for the entire ACTS, and Tier 2 level analysis for the Route 1-161 Connector in Caribou only. A decision regarding selection of an overall preferred ACTS corridor was deferred. This second final EIS addresses the bypass around Presque Isle, the largest city in Aroostook County. Route 1 is the major north-south route through Presque Isle and serves as the central thoroughfare for the commercial downtown. The bypass would extend from Route 1 near the Westfield town line, east of Presque Isle, to rejoin Route 1 near Brewer Road, north of the Aroostook River. Alternatives considered include the No Action Alternative and Alignment Options 4B, 6, and 7. Under the preferred alternative (Alignment 7), a 9.8-mile limited access highway would be constructed starting near the Presque Isle/Westfield town line, extending north across Henderson Road, then swinging northwest and then north after crossing the Montreal-Maine-Atlantic Railway (MM&A) Railway. After crossing Easton Road (Route 10) the alignment turns northwest and crosses Conant Road, Routes 163/167, the Aroostook River, and Reach Road (Route 210) before converging with Route 1 south of Brewer Road (Route 210). Alignment Option 7 would have an at-grade intersection with Route 1 (south and north). The Conant Road intersection would be at-grade or grade separated. The Route 163/167 intersection would be grade-separated. The other roads and railroads intersected by this option (Henderson Road, MM&A Railway, Easton Road, and Reach Road) would not be provided access and would be either overpassed or underpassed. Total cost is estimated at $132 million. POSITIVE IMPACTS: Implementation would enhance regional transportation by reducing travel times and improving north-south and east-west traffic flow at Presque Isle thereby improving public safety and traffic flow/mobility in downtown Presque Isle. NEGATIVE IMPACTS: Construction of Alignment Option 7 would require 10 stream crossings and would impact 22 acres of wetland, 10.2 acres of floodplain, and seven vernal pools. Right-of-way requirements would displace 218 acres of farmland and 27 structures. Required relocations would include 13 residences, two commercial businesses, two industrial businesses, and two agricultural buildings. 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 abstracts of the ACTS draft and draft supplemental EISs, see 02-0202D, Volume 26, Number 2 and 06-0430D, Volume 30, Number 3, respectively. For the abstract of the final EIS for the Route 1-161 Connector in Caribou, see 10-0135F, Volume 34, Number 1. JF - EPA number: 130020, Final EIS--290 pages, Figures and maps--72 pages, Appendices--258 pages, February 8, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-1-F KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Maine 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/16396401?accountid=14244 L2 - http://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=2013-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+TIER+2+-+PRESQUE+ISLE+BYPASS%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+TIER+2+-+PRESQUE+ISLE+BYPASS%2C+AROOSTOOK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2013-04-30 N1 - SuppNotes - Final. Preparation date: February 8, 2013 N1 - Last updated - 2013-05-01 ER - TY - RPRT T1 - STATE ROUTE 79 REALIGNMENT PROJECT: DOMENIGONI PARKWAY TO GILMAN SPRINGS ROAD, RIVERSIDE COUNTY, CALIFORNIA. AN - 16378026; 15627 AB - PURPOSE: The realignment of State Route 79 (SR 79) from just south of Domenigoni Parkway to Gilman Springs Road in Riverside County, California is proposed. Regional traffic on the current SR 79 alignment traverses heavily developed areas in Winchester, Hemet, and San Jacinto. The current alignment between Domenigoni Parkway and Gilman Springs Road is circuitous, with numerous at-grade intersections, residential and commercial driveways, traffic signals, and other impediments that degrade the operational characteristics of the facility. The regional traffic competes with local traffic for the limited SR 79 roadway capacity. The proposed project would be a divided limited-access expressway with four travel lanes (two lanes in each direction) on a new alignment. The ultimate concept for the facility is a six-lane expressway and the typical dimensions proposed for the project include a 60-foot median and a 220-foot right-of-way (ROW). The SR 79 realignment project is identified as a covered activity in the Western Riverside County Multiple Species Habitat Conservation Plan (MSHCP). Five alternatives, including a baseline No Build Alternative, are evaluated in this draft EIS. All build alternatives would begin south of Domenigoni Parkway and end south of the San Jacinto River on Sanderson Avenue. Common design features would include: at-grade intersections; grade-separated interchanges; bridges to allow roadway crossings of existing features, including local cross streets, surface waterways, and railroad tracks; aqueduct crossings of the Metropolitan Water District Colorado River Aqueduct; local street improvements; and drainage facilities to minimize adverse effects to water quality. The Alternative 1a alignment starts in the south on Winchester Road, proceeds north on the west side of the West Hemet Hills, then joins the alignment from Florida to Cottonwood. In the north, Alternative 1a is closer to Warren Road. Alternative 1b and Design Option 1b1 starts on Winchester Road and proceeds east to an interchange with Domenigoni, then north on the west side of the West Hemet Hills and then joins the common alignment from Florida to Cottonwood. Design Option 1b1 is on the same alignment but provides a lower roadway profile from Domenigoni to California. In the north, Alternative 1b is closer to Sanderson Avenue. Alternative 2a starts in the south on Winchester Road, proceeds north through the West Hemet Hills, then joins the alignment from Florida to Cottonwood. In the north, Alternative 2a is closer to Warren Road. Alternative 2b and Design Option 2b1 starts on Winchester Road and proceeds east to an interchange with Domenigoni, then north through the West Hemet Hills and then joins the alignment from Florida to Cottonwood. Design Option 2b1 is on the same alignment but provides a lower roadway profile from Domenigoni to California. In the north, Alternative 2b is closer to Sanderson Avenue. Cost estimates for the realigned facility are in the range of $991 million to $1.1 billion. POSITIVE IMPACTS: The proposed realignment would improve traffic flow for local and regional north-south traffic in the San Jacinto Valley. Route continuity would improve operational efficiency, enhance safety conditions, and allow regional traffic, including truck traffic, to adequately bypass local roads. NEGATIVE IMPACTS: The realigned facility would cross two to five drainages and eight canals. Storm water runoff from an additional 224 to 237 acres of impervious surface area could impact wetlands and vernal pools. Nine sensitive vegetation communities and seven to eight wildlife corridors would be affected with potential impacts to habitat of federally listed species, including Stephen's kangaroo rat, Quino checkerspot butterfly, California gnatcatcher, least Bell's vireo, San Jacinto Valley crownscale, and spreading navarretia. ROW requirements would displace 29 to 42 residential units and 13 to 14 commercial units. The near-grade crossing of the San Jacinto Branch Line under Design Option 1b1 would impact rail operations. Five to six noise barriers would be required to reduce traffic noise levels around residences and all of the build alternatives and design options would result in high levels of adverse visual impacts. 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: 130025, Volume 1--747 pages, Volume 2--946 pages, February 8, 2013 PY - 2013 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Noise KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wildlife Habitat 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/16378026?accountid=14244 L2 - http://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=2013-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+79+REALIGNMENT+PROJECT%3A+DOMENIGONI+PARKWAY+TO+GILMAN+SPRINGS+ROAD%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+79+REALIGNMENT+PROJECT%3A+DOMENIGONI+PARKWAY+TO+GILMAN+SPRINGS+ROAD%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Riverside, California; DOT N1 - Date revised - 2013-04-30 N1 - SuppNotes - Draft. Preparation date: February 8, 2013 N1 - Last updated - 2013-05-01 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1347250078; 15620 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians on a 145-acre property adjacent to the city of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. Of the 2,697 total members of the Spokane Tribe, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 43 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this final EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 1,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. Operation would generate an estimated $6.3 million in federal tax revenues and $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. Increased traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at ten intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 130018, Response to Comments--710 pages, Final EIS and Appendices--505 pages, February 1, 2013 PY - 2013 KW - Land Use KW - Air Quality Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Vegetation Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1347250078?accountid=14244 L2 - http://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=2013-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2013-04-30 N1 - SuppNotes - Final. Preparation date: February 1, 2013 N1 - Last updated - 2013-05-01 ER - TY - JOUR T1 - Evolution of the elastic properties of a bedded argillite damaged in cyclic triaxial tests AN - 1328503536; 2013-031937 JF - International Journal of Rock Mechanics and Mining Sciences (1997) AU - Zhang, Jiuchang AU - Zhou, Suhua AU - Xu, Xianghua AU - Fang, Ligang Y1 - 2013/02// PY - 2013 DA - February 2013 SP - 103 EP - 110 PB - Elsevier, Oxford-New York VL - 58 SN - 1365-1609, 1365-1609 KW - argillite KW - microcracks KW - loading KW - elastic properties KW - stress KW - mechanical properties KW - triaxial tests KW - rock mechanics KW - cyclic loading KW - sedimentary rocks KW - cracks KW - isotropy KW - slope stability KW - clastic rocks KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1328503536?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=International+Journal+of+Rock+Mechanics+and+Mining+Sciences+%281997%29&rft.atitle=Evolution+of+the+elastic+properties+of+a+bedded+argillite+damaged+in+cyclic+triaxial+tests&rft.au=Zhang%2C+Jiuchang%3BZhou%2C+Suhua%3BXu%2C+Xianghua%3BFang%2C+Ligang&rft.aulast=Zhang&rft.aufirst=Jiuchang&rft.date=2013-02-01&rft.volume=58&rft.issue=&rft.spage=103&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Rock+Mechanics+and+Mining+Sciences+%281997%29&rft.issn=13651609&rft_id=info:doi/10.1016%2Fj.ijrmms.2012.09.008 L2 - http://www.sciencedirect.com/science/journal/13651609 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2013-01-01 N1 - Number of references - 37 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2013-04-19 N1 - CODEN - IJRMA2 N1 - SubjectsTermNotLitGenreText - argillite; clastic rocks; cracks; cyclic loading; elastic properties; isotropy; loading; mechanical properties; microcracks; rock mechanics; sedimentary rocks; slope stability; stress; triaxial tests DO - http://dx.doi.org/10.1016/j.ijrmms.2012.09.008 ER - TY - JOUR T1 - Toxicological Findings in Fatally Injured Pilots of 979 Amateur-Built Aircraft Accidents AN - 1318693201; 17757343 AB - Background: Specimens from aviation accident pilot fatalities are submitted to the Civil Aerospace Medical Institute (CAMI) for toxicological analyses. Trends of fatal amateur-built aircraft accidents and toxicological findings in the associated pilot fatalities have not been examined. Methods: Fatal amateur-built aircraft accidents that occurred during 1990-2009 were evaluated by retrieving information from the CAMI toxicology database. Probable cause/factor in the amateur-built aircraft mishaps were obtained from the National Transportation Safety Board's (NTSB's) aviation accident database. Results: Of 6309 fatal aviation accidents from which CAMI received postmortem samples, 979 (16%) were related to amateur-built aircraft. There was a decreasing trend in non-amateur-built aircraft accidents, but an increasing trend in amateur-built aircraft accidents. In the 979 accidents, 392 pilots (40%) were positive for ethanol and/or drugs. In these 392 accidents also, the review showed a decreasing trend with non-amateur-built aircraft and an increasing trend with amateur-built aircraft. Percentages of pilots with prescription drugs were 26% for amateur-built aircraft, 16% for non-amateur-built aircraft, and 18% for all aircraft. Ethanol/drug use and medical condition were determined to be a cause/factor in 42 (11%) of the 385 ethanol/ drug-positive amateur-built aircraft accidents investigated by the NTSB. Discussion: Drugs found in the pilots were consistent with commonly used medications in the general population. The contributory role of mechanical malfunction of home-built aircraft cannot be ruled out in the observed increasing trends in their accidents, with or without ethanol and/or drugs. Regardless, the increasing trends of such accidents are of significant concern. JF - Aviation, Space, and Environmental Medicine AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Hickerson, Jeffery S AU - Rogers, Paul B AU - Soper, John W AD - Bioaeronautical Sciences Research Laboratory (AAM-610), FAA Civil Aerospace Medical Institute, P. O. Box 25082, Oklahoma City, OK 73125-5066, arvind.chaturvedi@faa.gov Y1 - 2013/02// PY - 2013 DA - Feb 2013 SP - 134 EP - 141 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 84 IS - 2 SN - 0095-6562, 0095-6562 KW - Toxicology Abstracts; Health & Safety Science Abstracts KW - Mortality KW - Pilots KW - Drug abuse KW - Databases KW - Accidents KW - Transportation KW - Aircraft KW - Reviews KW - Drugs KW - Toxicology KW - Ethanol KW - X 24500:Reviews, Legislation, Book & Conference Notices KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1318693201?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%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Toxicological+Findings+in+Fatally+Injured+Pilots+of+979+Amateur-Built+Aircraft+Accidents&rft.au=Chaturvedi%2C+Arvind+K%3BCraft%2C+Kristi+J%3BHickerson%2C+Jeffery+S%3BRogers%2C+Paul+B%3BSoper%2C+John+W&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2013-02-01&rft.volume=84&rft.issue=2&rft.spage=134&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3285.2013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 25 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Databases; Accidents; Aircraft; Reviews; Drug abuse; Ethanol; Mortality; Transportation; Pilots; Drugs; Toxicology DO - http://dx.doi.org/10.3357/ASEM.3285.2013 ER - TY - JOUR T1 - Fiber optic sensors for assessing strains in cold in-place recycled pavements AN - 1315658462; 17605087 AB - This study aims to investigate aspects related to the assessment of strains in the body of asphalt pavements that have been cold in-depth recycled utilising foamed asphalt as a stabilisation treatment for base works. For this purpose, the critical tensile strains within the pavement structure were measured using a fiber optic sensor (FOS) system at four different test sites recycled utilising the mentioned technique. Initially, an investigation was undertaken to define the critical fatigue failure locations within the structure of the test pavements where the FOS systems were eventually installed. The measured strains were verified and documented through falling weight deflectometer loading. The collected data were analysed thoroughly. The results of the analysis prove that the recycled material, except for its sustainability characteristics, could be also characterised as a material durable against fatigue failure. JF - International Journal of Pavement Engineering AU - Loizos, Andreas AU - Plati, Christina AU - Papavasiliou, Vasilis AD - Laboratory of Highway Engineering, Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens (NTUA), Athens, Greece, aloizos@central.ntua.gr Y1 - 2013/02/01/ PY - 2013 DA - 2013 Feb 01 SP - 125 EP - 133 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 14 IS - 2 SN - 1029-8436, 1029-8436 KW - Sustainability Science Abstracts KW - fiber optic sensors KW - strains KW - recycled pavements KW - FWD KW - Fatigue KW - Sensors KW - Asphalt KW - Sustainability KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315658462?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=International+Journal+of+Pavement+Engineering&rft.atitle=Fiber+optic+sensors+for+assessing+strains+in+cold+in-place+recycled+pavements&rft.au=Loizos%2C+Andreas%3BPlati%2C+Christina%3BPapavasiliou%2C+Vasilis&rft.aulast=Loizos&rft.aufirst=Andreas&rft.date=2013-02-01&rft.volume=14&rft.issue=2&rft.spage=125&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Pavement+Engineering&rft.issn=10298436&rft_id=info:doi/10.1080%2F10298436.2011.614691 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-07-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Fatigue; Sensors; Asphalt; Sustainability DO - http://dx.doi.org/10.1080/10298436.2011.614691 ER - TY - JOUR T1 - Development of a new seismic site factor model based on conditions in South Carolina AN - 1287376990; 2013-019886 JF - Seismological Research Letters AU - Aboye, Shimelies A AU - Andrus, Ronald D AU - Ravichandran, Nadarajah AU - Bhuiyan, Ariful H AU - Harman, Nicholas AU - Anonymous Y1 - 2013/02// PY - 2013 DA - February 2013 SP - 148 PB - Seismological Society of America, El Cerrito, CA VL - 84 IS - 1 SN - 0895-0695, 0895-0695 KW - United States KW - soils KW - body waves KW - South Carolina KW - acceleration KW - Myrtle Beach South Carolina KW - elastic waves KW - simulation KW - seismic response KW - models KW - propagation KW - seismic waves KW - Horry County South Carolina KW - earthquakes KW - S-waves KW - amplitude KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1287376990?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=Seismological+Research+Letters&rft.atitle=Development+of+a+new+seismic+site+factor+model+based+on+conditions+in+South+Carolina&rft.au=Aboye%2C+Shimelies+A%3BAndrus%2C+Ronald+D%3BRavichandran%2C+Nadarajah%3BBhuiyan%2C+Ariful+H%3BHarman%2C+Nicholas%3BAnonymous&rft.aulast=Aboye&rft.aufirst=Shimelies&rft.date=2013-02-01&rft.volume=84&rft.issue=1&rft.spage=148&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - 84th annual meeting of the Eastern Section of the Seismological Society of America N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - acceleration; amplitude; body waves; earthquakes; elastic waves; Horry County South Carolina; models; Myrtle Beach South Carolina; propagation; S-waves; seismic response; seismic waves; simulation; soils; South Carolina; United States ER - TY - RPRT T1 - ILLIANA CORRIDOR, WILL AND KANKAKEE COUNTIES, ILLINOIS, AND LAKE COUNTY, INDIANA (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 16381894; 15616 AB - PURPOSE: The development of a new interstate highway along an east-west transportation corridor connecting Interstate 55 (I-55) in northeastern Illinois to I-65 in northwestern Indiana is proposed. The 950-square-mile study area for the Illiana Corridor includes portions of Will and Kankakee counties in Illinois and Lake County in Indiana. The region serves as a vital link for interstate transportation and is also a key intermodal logistical area for transfer of rail, port, and truck freight. As traffic volumes have increased, the associated congestion has resulted in travel delays with substantial economic impacts to industries that depend on the ability to efficiently move freight within and through the region. Both I-55 and I-65 are major north-south routes that are major traffic generators, with I-55 connecting the Chicago region with Springfield, Illinois, and St. Louis, Missouri, and I-65 connecting the northwestern Indiana metro region with Indianapolis, Indiana, and Louisville, Kentucky. The distance between I-55 and I-65 is approximately 55 miles. This Tier One final EIS considers a No Action Alternative and three build alternative corridors which are primarily 2,000 feet wide, except for short lengths with reduced width to avoid various residential areas and the Midewin National Tallgrass Prairie. Corridors A3S2, B3, and B4 are evaluated based on a working alignment centered within each corridor to accommodate a 400-foot-wide transportation facility. The preferred Corridor B3 extends 46.8 miles through the central portion of the study area. Starting at I-55 north of Wilmington, Illinois, Corridor B3 passes south of the South Suburban Airport and connects with I-65 north of Lowell, Indiana. Corridor B3 includes seven potential interchanges at the following locations: I-55, US 45/52, I-57, IL-1, US 41, SR 55, and I-65. In addition, there are three design concepts for an additional interchange in the vicinity of IL-53, which is historic Alternate Route 66 and is listed on the National Register of Historic Places. Design Concept 1 is a direct interchange connection from the working alignment within Corridor B3 to IL-53 with interchange ramps at that roads intersection with River Road. Design Concept 2 is a conventional diamond interchange located 2.5 miles east of IL-53 between Phillips Road and Old Chicago Road with an overpass at IL-53. Design Concept 3 provides only an overpass at IL-53 with no interchange. The Record of Decision approves Corridor B3 for the construction of a limited access highway. POSITIVE IMPACTS: The proposed project would provide an alternate route for motorists traveling the I-90/94 corridor; relieve traffic on the I-80 Borman/Kingery Expressway and US 30; serve as a bypass for trucks around the congested metropolitan area highways; improve access to one of the largest intermodal freight areas in the United States; improve access to the proposed South Suburban Airport; support area economic development; and increase the potential for substantial job creation. NEGATIVE IMPACTS: Construction of the project along the preferred corridor would result in the loss of 65.3 acres of forest, 34 acres of wetlands, and 2,666 to 2,725 acres of farmland. Other impacts would include 55 acre-feet of floodplain fill volume and 33 stream crossings. The Corridor B3 alignment would displace 22 residences and 10 businesses. Three Section 4(f) protected historic properties and 14 cultural resources 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: 130014, Final EIS--823 pages, Appendices--CD-ROM, Record of Decision--42 pages, January 25, 2013 PY - 2013 KW - Roads and Railroads KW - Cost Assessments KW - Creeks KW - Cultural Resources KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Illinois KW - Indiana 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/16381894?accountid=14244 L2 - http://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=2013-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLIANA+CORRIDOR%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%2C+AND+LAKE+COUNTY%2C+INDIANA+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ILLIANA+CORRIDOR%2C+WILL+AND+KANKAKEE+COUNTIES%2C+ILLINOIS%2C+AND+LAKE+COUNTY%2C+INDIANA+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2013-04-24 N1 - SuppNotes - Final. Preparation date: January 25, 2013 N1 - Last updated - 2013-04-25 ER - TY - RPRT T1 - MID COUNTY PARKWAY, RIVERSIDE COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2008). AN - 1345480369; 15617 AB - PURPOSE: Construction of the Mid County Parkway (MCP), extending 16 miles from the City of Perris in the west to the City of San Jacinto in the east, in Riverside County, California is proposed. For the last several decades, western Riverside County has served as a population center for commuters to jobs in Orange and Los Angeles Counties, resulting in high levels of west-east travel demand. The major north-south transportation facilities in western Riverside County are Interstate 215 (I-215) and State Route 79 (SR 79), and the major west-east transportation facilities are SR 91, SR 60, and SR 74. First proposed as a 32-mile long facility between I-15 and SR 79, the MCP project limits have been modified in order to focus transportation funding where the need is the greatest, between I-215 and SR 79, near existing facilities (Ramona Expressway and Cajalco Road). Three build alternatives with two design variations, as well as two No Action Alternatives, are evaluated in this draft supplemental EIS. Alternative 1A represents 2040 traffic on the planned street network without future improvements, while Alternative 1B assumes implementation of improvements to Ramona Expressway consistent with the Riverside County General Plan Circulation Element. Alternative 4 Modified proposes a six-lane controlled access freeway along a northern alignment through the city of Perris, adjacent to the Perris Drain. Service interchanges are proposed at Perris Boulevard, Evans Road, Ramona Expressway/Antelope Road, Bernasconi Road, Reservoir Road, Town Center Boulevard, Park Center Boulevard, and Warren Road. Under Alternative 5 Modified, the freeway would follow a central alignment through the city of Perris along Rider Street and would include the same service interchanges. Alternative 9 Modified would follow a southerly alignment through the city of Perris along Placentia Avenue with service interchanges at Redlands Avenue, Evans Road, Ramona Expressway/Antelope Road, Bernasconi Road, Reservoir Road, Town Center Boulevard, Park Center Boulevard, and Warren Road. The three build alternatives would include system interchanges at I-215 and SR 79, as well as improvements to I-215. The San Jacinto River Bridge design variation would involve construction of two bridges in the Lakeview Nuevo area, a 531-foot bridge spanning Martin Street and a 1,941-foot bridge spanning the San Jacinto River, for a total of 2,472 feet of bridge. The base case design in all three build alternatives described above proposes one 4,321-foot bridge to span the entire San Jacinto River floodplain and Martin Street. Under the San Jacinto North design variation, the MCP route diverges from the proposed MCP alignment from west of Warren Road and follows an alignment easterly that is approximately 1,140 feet north of the existing Ramona Expressway. Total costs of implementing modified alternatives 4, 5, and 9 are estimated at $2.52 billion, $2.07 billion, and $1.94 billion, respectively. POSITIVE IMPACTS: The MCP would provide increased capacity to support the forecast travel demand for the 2040 design year. The limited access facility's roadway geometrics would meet state highway design standards, accommodate larger trucks, and provide compatibility with a future multimodal transportation system. NEGATIVE IMPACTS: The MCP would cross 11 to 13 streams, impact 12 to 13 acres of aquatic resources, encroach upon 100-year floodplain, and displace 1,042 to 1,107 acres of farmland. Habitat for the regionally significant smooth tarplant, Coulter's goldfields, burrowing owl, and Los Angeles pocket mouse would be displaced, as would habitat for the federally protected San Jacinto valley crownscale, spreading navaretia, least Bell's vireo, and San Bernardino and Stephens' kangaroo rat. New right-of-way would displace 91 to 159 nonresidential properties, 36 to 102 residences, and 37 to 90 businesses. The project could affect one archaeological site and four historic resources would be destroyed. All build alternatives would impact minority and low-income populations and Alternative 5 would have disproportionate impacts to environmental justice populations. Alternative 9 would bisect a residential community. Traffic-generated noise would exceed federal standards in the vicinity of 66 to 73 sensitive receptor sites. Construction of the highway and associated bridges, interchange structures, retaining walls, and sound walls would permanently alter the visual environment. Construction workers would encounter 95 to 110 contaminated waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0475D, Volume 32, Number 4. JF - EPA number: 130015, Draft Supplemental EIS--1,343 pages, Appendices and Technical Reports--CD-ROM, January 25, 2013 PY - 2013 KW - Roads and Railroads KW - Archaeological Sites KW - Creeks KW - Cultural Resources KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1345480369?accountid=14244 L2 - http://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=2013-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID+COUNTY+PARKWAY%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2008%29.&rft.title=MID+COUNTY+PARKWAY%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2008%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2013-04-24 N1 - SuppNotes - Draft. Preparation date: January 25, 2013 N1 - Last updated - 2013-04-25 ER - TY - CPAPER T1 - Use of Connected Vehicle Data in Road Weather Management Applications T2 - 93rd American Meteorological Society Annual Meeting (AMS 2013) AN - 1369229672; 6215689 JF - 93rd American Meteorological Society Annual Meeting (AMS 2013) AU - Pisano, Paul AU - Hill, C Y1 - 2013/01/06/ PY - 2013 DA - 2013 Jan 06 KW - Weather KW - Data processing UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1369229672?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=93rd+American+Meteorological+Society+Annual+Meeting+%28AMS+2013%29&rft.atitle=Use+of+Connected+Vehicle+Data+in+Road+Weather+Management+Applications&rft.au=Pisano%2C+Paul%3BHill%2C+C&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2013-01-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=93rd+American+Meteorological+Society+Annual+Meeting+%28AMS+2013%29&rft.issn=&rft_id=info:doi/ L2 - https://ams.confex.com/ams/93Annual/webprogram/meeting.html# LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-31 N1 - Last updated - 2013-06-19 ER - TY - RPRT T1 - US-95 THORNCREEK ROAD TO MOSCOW, LATAH COUNTY, IDAHO. AN - 1325327383; 15598 AB - PURPOSE: The construction of traffic safety and capacity improvements along a section of U.S. Highway 95 (US 95) south of the City of Moscow in Latah County, Idaho is proposed. The project begins at Thorncreek Road and continues north for 6.34 miles, ending at the South Fork Palouse River Bridge. This section of US 95 travels primarily through the rolling hills and agricultural fields of the Palouse Region. Within the project limits, US 95 does not meet current American Association of State Highway and Transportation Officials (AASHTO) standards. Additional concerns include high accident locations and insufficient highway capacity. The existing two-lane undivided highway from Thorncreek Road to the South Fork Palouse River Bridge would be replaced with a four-lane divided highway with a 34-foot median through the majority of the corridor. A four-lane highway with center turn lane, curb, gutter and sidewalk would be constructed at the northern end of the project. Four alternatives, including a No Build Alternative, are analyzed in this draft EIS. The western (W-4) alternative would extend 6.69 miles beginning at Thorncreek Road and would closely follow existing US 95 between Thorncreek and Jacksha roads. The alignment would then shift west of existing US 95, cross Snow Road, stay west of Clyde Hill and connect back into the existing US 95 near the grain elevators south of Moscow. The 5.94-mile long central (C-3) alternative would begin at Thorncreek Road and would closely follow existing US 95 to just north of Eid Road. The alignment would then shift to the east of existing US 95 and cross Zeitler Road. C-3 would connect back into existing US 95 just south of Cameron Road, near Johnson Trucking. From Johnson Trucking north to the South Fork of Palouse River Bridge this alternative would utilize the existing alignment. Existing US 95 north of Eid Road to south of Cameron Road (2.71 miles) may be turned over to the North Latah Highway District. The preferred eastern alternative (E-2) would extend 5.85 miles beginning at Thorncreek Road and would closely follow existing US 95 to the top of Reisenauer Hill where it would then shift to the east of existing US 95. The alignment would connect back into existing US 95 near the grain elevators south of Moscow. Total cost of the W-4, C-3, and E-2 alternatives is estimated at $62 million, $58 million, and $55 million, respectively. POSITIVE IMPACTS: Adding two-lanes in each direction would alleviate the bottleneck caused by the existing two-lane segment. Improving the grades, curves, stopping sight distance, access control and clear zone widths to meet AASHTO standards would improve the safety and capacity of the highway. The proposed action is expected to reduce the projected crash rate for this segment of US-95 by more than 50 percent. NEGATIVE IMPACTS: New right-of-way requirements of 207 acres for the E2 alternative would displace 50.8 acres of farmland and 3.6 acres of wetlands. Construction would require five stream crossings and would affect 2,592 linear feet of streams. The alignment would affect pine stands that are potential long-eared myotis, northern alligator lizard and pygmy nuthatch habitat. Five residences would be displaced and traffic noise would increase substantially near two residences. The E-2 Alternative would change the view from Paradise Ridge, the University of Idaho Golf Course, and residences near Moscow, Cameron Road and Eid Road. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120403, Draft EIS--312 pages, Technical Reports--CD-ROM, January 4, 2013 PY - 2013 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-12-01-D KW - Biologic Assessments KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Idaho KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1325327383?accountid=14244 L2 - http://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=2013-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US-95+THORNCREEK+ROAD+TO+MOSCOW%2C+LATAH+COUNTY%2C+IDAHO.&rft.title=US-95+THORNCREEK+ROAD+TO+MOSCOW%2C+LATAH+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2013-04-01 N1 - SuppNotes - Draft. Preparation date: January 4, 2013 N1 - Last updated - 2013-04-11 ER - TY - JOUR T1 - Book Reviews: Chinese Research Perspectives on the Environment, Special Volume: Annual Review of Low-Carbon Development in China (2011-12) AN - 1810069597; 4751066 AB - Ye Qi, editor. Chinese Research Perspectives on the Environment, Special Volume: Annual Review of Low-Carbon Development in China (2011-12). Leiden: Brill, 2013. xvi, 361 pp. Hardcover, $174.00, isbn 978-90-04-25116-8. Reprinted by permission of University of Hawaii Press JF - China review international AU - Huang, Herman F AD - North Carolina Department of Transportation Y1 - 2013///0, PY - 2013 DA - 0, 2013 SP - 362 EP - 364 VL - 20 IS - 3-4 SN - 1069-5834, 1069-5834 KW - Book reviews KW - Environmental management KW - Emissions control KW - China UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1810069597?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=China+review+international&rft.atitle=Book+Reviews%3A+Chinese+Research+Perspectives+on+the+Environment%2C+Special+Volume%3A+Annual+Review+of+Low-Carbon+Development+in+China+%282011-12%29&rft.au=Huang%2C+Herman+F&rft.aulast=Huang&rft.aufirst=Herman&rft.date=2013-01-01&rft.volume=20&rft.issue=3-4&rft.spage=362&rft.isbn=&rft.btitle=&rft.title=China+review+international&rft.issn=10695834&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2016-08-09 N1 - SuppNotes - Open access N1 - Last updated - 2016-08-09 N1 - SubjectsTermNotLitGenreText - 93 116 30 ER - TY - JOUR T1 - Book Reviews: China's Industrial Development in the 21st Century AN - 1810067318; 4751053 AB - Mu Yang and Hong Yu, editors. China's Industrial Development in the 21st Century. Singapore: World Scientific Publishing, 2011. xi, 256 pp. Hardcover $83.00, isbn 978-981-4324-74-8. Reprinted by permission of University of Hawaii Press JF - China review international AU - Huang, Herman F AD - North Carolina Department of Transportation Y1 - 2013///0, PY - 2013 DA - 0, 2013 SP - 409 EP - 411 VL - 20 IS - 3-4 SN - 1069-5834, 1069-5834 KW - Book reviews KW - 21st century KW - Industrial development KW - China UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1810067318?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=China+review+international&rft.atitle=Book+Reviews%3A+China%27s+Industrial+Development+in+the+21st+Century&rft.au=Huang%2C+Herman+F&rft.aulast=Huang&rft.aufirst=Herman&rft.date=2013-01-01&rft.volume=20&rft.issue=3-4&rft.spage=409&rft.isbn=&rft.btitle=&rft.title=China+review+international&rft.issn=10695834&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2016-08-09 N1 - SuppNotes - Open access N1 - Last updated - 2016-08-09 N1 - SubjectsTermNotLitGenreText - 93 116 30 ER - TY - JOUR T1 - THE IMPLEMENTATION OF A CONTRA FLOW BUS LANE IN THE CITY OF THESSALONIKI: ENERGY AND ENVIRONMENTAL IMPACTS AN - 1770348763; 18671105 AB - The impact evaluation of the implementation of a contra flow bus lane in the city centre of Thessaloniki, conducted through traffic simulation modeling techniques and expressed in terms of environmental and traffic indicators, is hereby presented and discussed. The employment of this measure entails the relocation of a currently underutilized bus lane of an adjacent street to a one-way, four-lane road axis that is at present host to a significant amount of traffic volume in the network. The basic conclusion concerns the slight deterioration of the environmental and traffic conditions both in the road axis of implementation and in the buffer zone. The increased levels of the pollutant emissions (CO sub(2), NO sub(x), CO, HC and Pb) and a minor increase of fuel consumption were among the main drawbacks of the scheme. JF - Fresenius Environmental Bulletin AU - Stamos, I AU - Kitis, G AU - Basbas, S AD - Aristotle University of Thessaloniki, Faculty of Rural & Surveying Engineering, Department of Transportation & Hydraulic Engineering, 54124 Thessaloniki, GREECE instamos@gmail.com Y1 - 2013///0, PY - 2013 DA - 0, 2013 SP - 2191 EP - 2196 PB - Parlar Scientific Publications, Angerstr 12 Freising 85354 Germany VL - 22 IS - 7b SN - 1018-4619, 1018-4619 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Roads KW - Lanes KW - Traffic flow KW - Networks KW - Environmental impact KW - Traffic engineering KW - City centres KW - Buses (vehicles) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1770348763?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=Fresenius+Environmental+Bulletin&rft.atitle=THE+IMPLEMENTATION+OF+A+CONTRA+FLOW+BUS+LANE+IN+THE+CITY+OF+THESSALONIKI%3A+ENERGY+AND+ENVIRONMENTAL+IMPACTS&rft.au=Stamos%2C+I%3BKitis%2C+G%3BBasbas%2C+S&rft.aulast=Stamos&rft.aufirst=I&rft.date=2013-01-01&rft.volume=22&rft.issue=7b&rft.spage=2191&rft.isbn=&rft.btitle=&rft.title=Fresenius+Environmental+Bulletin&rft.issn=10184619&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-01 N1 - Last updated - 2016-03-04 ER - TY - JOUR T1 - Making NGSIM Data Usable for Studies on Traffic Flow Theory: Multistep Method for Vehicle Trajectory Reconstruction AN - 1701042701; 20187421 AB - Despite the importance of NGSIM data for research on traffic flow theory, these data proved to be massively affected by measurement errors in the vehicle's spatial coordinates, errors that were further amplified in the differentiation process when speed and acceleration values were calculated. If not properly accounted for, these errors would make NGSIM data unusable for any study on traffic flow theory. However, the techniques applied in the literature to correct vehicle trajectory data are not suitable for the scope; these techniques do not treat the cause of the bias appropriately and are limited to smoothing out the effects, which are the high-and medium-frequency disturbances in the data. Therefore, in this study the mechanism that was the root of the NGSIM data errors was illustrated, and the limits of available techniques were shown. Then, clarification that extremely high errors, the outliers, need special treatment to be fixed was provided. A multistep filtering procedure aimed at (a) eliminating outliers giving rise to unphysical values for acceleration by local reconstruction of the vehicle trajectory and (b) cutting off the residual random disturbances from the signal while still preserving the driving dynamics was proposed. Both operations were performed, with the requirement for internal consistency of the trajectory being taken into account. Results related to a single vehicle's trajectory from the NGSIM 1-80 data set and results from the application to the complete set of trajectories from the same data set are presented. The results necessitated correction of NGSIM data before further processing. JF - Transportation Research Record AU - Montanino, Marcello AU - Punzo, Vincenzo AD - Department of Transportation Engineering, Universite di Napoli Federico II, Via Claudio, 21-80125 Naples, Italy marcello.montanino@unina.it Y1 - 2013 PY - 2013 DA - 2013 SP - 99 EP - 111 PB - Transportation Research Board VL - 1 IS - 2390 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Reconstruction KW - Filtering KW - Traffic flow KW - Disturbances KW - Vehicles KW - Error analysis KW - Trajectories KW - Acceleration UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1701042701?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+Record&rft.atitle=Making+NGSIM+Data+Usable+for+Studies+on+Traffic+Flow+Theory%3A+Multistep+Method+for+Vehicle+Trajectory+Reconstruction&rft.au=Montanino%2C+Marcello%3BPunzo%2C+Vincenzo&rft.aulast=Montanino&rft.aufirst=Marcello&rft.date=2013-01-01&rft.volume=1&rft.issue=2390&rft.spage=99&rft.isbn=9780309287159&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2390-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-09-01 N1 - Number of references - 13 N1 - Last updated - 2015-08-04 DO - http://dx.doi.org/10.3141/2390-11 ER - TY - JOUR T1 - Key Considerations for States Seeking to Implement Public-Private Partnerships for New Highway Capacity AN - 1671627940; 19317523 AB - Implementation of a public-private partnership (PPP) for new highway capacity by a public agency involves issues from enabling legislation through identification, evaluation, negotiation, and management of PPP projects. Public agencies will need (a) a legal framework to establish and enforce long-term PPP agreements; (b) policies, processes, and tools to guide policy decisions; (c) technical skills to identify, develop, and evaluate PPP projects and to negotiate agreements; and (d) skilled staff to manage and oversee projects over the long term. This paper explores key considerations involved in implementing a PPP project at a state department of transportation or other public agency. Public agencies seeking to facilitate the delivery and stewardship of PPP projects may consider whether to establish a PPP program or develop PPP projects on a project-by-project basis. PPP programs establish policies and processes that enable the fair and efficient evaluation, procurement, and oversight of PPP projects. Specifically, PPP programs include planning processes that facilitate the selection of appropriate projects as potential PPPs; evaluation processes that assist decision makers in structuring commercially viable PPP agreements that achieve policy goals, optimally allocate risks, and bring value to the investment; fair and competitive procurement processes that allow the public agency to select the best partner and negotiate a final agreement that is transparent and protects the public interest; and processes that help the public sector take on the new role of performance-based contract manager. JF - Transportation Research Record AU - DeCorla-Souza, Patrick AU - Mayer, Jennifer AU - Jette, Aaron AU - Buxbaum, Jeffrey AD - FHWA, U.S. Department of Transportation, 1200 New Jersey Avenue, SE, Washington, DC 20590 patrick.deCorla-souza@fhwa.dot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 23 EP - 31 PB - Transportation Research Board VL - 2 IS - 2346 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Policies KW - Transportation KW - Contracts KW - Procurement KW - Negotiations KW - Partnerships KW - Highways KW - Optimization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671627940?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+Record&rft.atitle=Key+Considerations+for+States+Seeking+to+Implement+Public-Private+Partnerships+for+New+Highway+Capacity&rft.au=DeCorla-Souza%2C+Patrick%3BMayer%2C+Jennifer%3BJette%2C+Aaron%3BBuxbaum%2C+Jeffrey&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2013-01-01&rft.volume=2&rft.issue=2346&rft.spage=23&rft.isbn=9780309286848&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2346-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Number of references - 38 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2346-03 ER - TY - JOUR T1 - Key Factors Influencing Sustainable Development of a Green Energy Industry in Taiwan AN - 1671593929; 19391127 AB - The main purpose of this paper was to apply the fuzzy analytic hierarchy process (FAHP) approach to explore key factors influencing the sustainable development of a green energy industry in Taiwan. Based on the literature and experts' opinions, a hierarchical structure with five assessment aspects and fifteen development factors was first constructed, and a FAHP algorithm model was then proposed. Finally, based on the AHP experts' questionnaires, we used the FAHP approach to evaluate the key factors. The results showed the following. (1) "Technology" is the most important aspect influencing sustainable development of green energy industry in Taiwan. (2) In order of relative importance, the top six key factors influencing sustainable development of green energy industry in Taiwan are "establishment of key technological capabilities," "degree of integration of relevant laws and regulations," "establishment of an industry chain," "key raw materials and production equipment," "protection of intellectual property," and "preferential purchase price rates and various subsidies," respectively. JF - Mathematical Problems in Engineering: theory, methods and applications AU - Huang, Wen-Chih AU - Jhong, Chiu-Hua AU - Ding, Ji-Feng AD - Department of Transportation Technology and Management, Kainan University, Taoyuan 338, Taiwan Y1 - 2013/01// PY - 2013 DA - Jan 2013 PB - Hindawi Publishing Corporation, P.O. Box 3079 Cuyahoga Falls OH 44223 United States VL - 2013 SN - 1024-123X, 1024-123X KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Assessments KW - Renewable energy KW - Clean energy KW - Algorithms KW - Sustainable development KW - Analytic hierarchy process KW - Laws UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671593929?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=Mathematical+Problems+in+Engineering%3A+theory%2C+methods+and+applications&rft.atitle=Key+Factors+Influencing+Sustainable+Development+of+a+Green+Energy+Industry+in+Taiwan&rft.au=Huang%2C+Wen-Chih%3BJhong%2C+Chiu-Hua%3BDing%2C+Ji-Feng&rft.aulast=Huang&rft.aufirst=Wen-Chih&rft.date=2013-01-01&rft.volume=2013&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Mathematical+Problems+in+Engineering%3A+theory%2C+methods+and+applications&rft.issn=1024123X&rft_id=info:doi/10.1155%2F2013%2F791896 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.1155/2013/791896 ER - TY - JOUR T1 - Ruggedness Study on the AASHTO T 336 Coefficient of Thermal Expansion of Concrete Test Method AN - 1671587726; 18784063 AB - A ruggedness study on the AASHTO T 336 coefficient of thermal expansion of concrete test method was performed to evaluate the factors most likely to affect the test results. Seven factors were evaluated: time at temperature extremes, water level, position of the linear variable differential transformer, number of segments, saturation criterion, specimen length, and temperature of the first segment Two concrete mixtures were used in this study, four laboratories participated, and five commercially made coefficient of thermal expansion devices from two manufacturers were used. On the basis of the results obtained, saturation criterion was found to be the most significant factor. The other factors were found not to have a significant impact on the test results, have already been addressed in the most current version of the test method, or, in the authors' opinion, do not warrant being addressed. JF - Transportation Research Record AU - Tanesi, Jussara AU - Gudimettla Jagan, M AU - Crawford Gary, L AU - Ardani Ahmad, A AD - Highway Research Center, FHWA, 6300 Georgetown Pike, McLean, VA 22101 jussara.tanesi.ctr@dot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 54 EP - 60 PB - Transportation Research Board IS - 2342 SN - 0361-1981, 0361-1981 KW - Ceramic Abstracts/World Ceramics Abstracts (WC); Advanced Polymers Abstracts (EP); Environmental Engineering Abstracts (EN); Composites Industry Abstracts (ED); Engineered Materials Abstracts, Ceramics (EC); CSA / ASCE Civil Engineering Abstracts (CE) KW - Ruggedness KW - Transportation KW - Thermal expansion KW - Segments KW - Extreme values KW - Concretes KW - Saturation KW - Criteria UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671587726?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+Record&rft.atitle=Ruggedness+Study+on+the+AASHTO+T+336+Coefficient+of+Thermal+Expansion+of+Concrete+Test+Method&rft.au=Tanesi%2C+Jussara%3BGudimettla+Jagan%2C+M%3BCrawford+Gary%2C+L%3BArdani+Ahmad%2C+A&rft.aulast=Tanesi&rft.aufirst=Jussara&rft.date=2013-01-01&rft.volume=&rft.issue=2342&rft.spage=54&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2342-07 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 10 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2342-07 ER - TY - JOUR T1 - Isothermal Calorimetry as a Tool to Evaluate Early-Age Performance of Fly Ash Mixtures AN - 1671584853; 18784062 AB - This paper documents the use of an isothermal calorimeter as a scanning tool to evaluate early-age behavior of high-volume fly ash mixtures. A series of paste and mortar mixtures containing different fly ashes (one Class C fly ash and two Class F fly ashes) with replacement levels ranging from 20% to 60% and high- and low-alkali cement was evaluated. Materials testing included ASTM C109, compressive strength of mortar cubes at different ages; ASTM C1437, flow; ASTM C403, time of setting; and ASTM C1679, isothermal calorimetry. In most cases, for the same water-binder ratio (0.40) and replacement level, Class C fly ash mixtures exhibited higher strength but delayed setting compared with Class F fly ash mixtures. Isothermal calorimetry proved to be a good scanning tool for predicting setting time and early-age compressive strength and for identifying materials incompatibility. JF - Transportation Research Record AU - Tanesi, Jussara AU - Ardani Ahmad, A AD - Turner-Fairbank Highway Research Center, FHWA, 6300 Georgetown Pike, McLean, VA 22101 jussara.tanesi.ctr@dot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 42 EP - 53 PB - Transportation Research Board IS - 2342 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Scanning KW - Incompatibility KW - Fly ash KW - Calorimetry KW - Mortars KW - Tools KW - Compressive strength UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671584853?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+Record&rft.atitle=Isothermal+Calorimetry+as+a+Tool+to+Evaluate+Early-Age+Performance+of+Fly+Ash+Mixtures&rft.au=Tanesi%2C+Jussara%3BArdani+Ahmad%2C+A&rft.aulast=Tanesi&rft.aufirst=Jussara&rft.date=2013-01-01&rft.volume=&rft.issue=2342&rft.spage=42&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2342-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 11 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2342-06 ER - TY - JOUR T1 - Significance of Mixture Parameters on Binder Aging in Hot-Mix Asphalt Mixtures AN - 1671553835; 19516047 AB - Traditionally, aging studies of asphalt materials have been conducted primarily on asphalt binders only and have omitted any potential influence of the aggregate. These results are commonly extrapolated to the mixture behavior without a comprehensive understanding of how the mixture characteristics may potentially influence the aging of the binder within the mixture. This study was initiated by FHWA to evaluate the effects of mixture parameters?namely, different aggregate and asphalt binder sources, air voids, and binder contents?on the aging characteristics of asphalt binders aged in mixtures. Those same binders were also aged in pressure aging vessel (PAV) pans in laboratory ovens to determine the aging characteristics of the asphalt binders, as is the current state of practice. These characteristics were determined by the binder kinetics, with respect to the carbonyl area measured from the Fourier transform infrared spectroscopy spectra as a function of aging time and temperature. The hardening susceptibility (HS) of the asphalt binders, as defined by the relationship between the low shear viscosity and the carbonyl area, was also determined. The HS of the asphalt binders aged in the mixtures was compared with the HS of the binders aged in the PAV pans and was found to be statistically dissimilar for some mixtures and statistically similar for others. The analysis revealed that the effective binder content of the mixtures provided the strongest indicator of whether the evaluated mixture parameters would have a significant influence on the aging characteristics of the asphalt binder in the mix. JF - Transportation Research Record AU - Morian, Nathan AU - Hajj, Elie Y AU - Sebaaly, Peter E AD - Nevada Department of Transportation, 1263 South Stewart Street, Carson City, NV 89712 nmorian@dot.state.nv.us. Y1 - 2013 PY - 2013 DA - 2013 SP - 116 EP - 127 PB - Transportation Research Board VL - 1 IS - 2370 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Shear viscosity KW - Asphalt KW - Ovens KW - Carbonyls KW - Spectra KW - Binders KW - Pans KW - Aggregates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671553835?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+Record&rft.atitle=Significance+of+Mixture+Parameters+on+Binder+Aging+in+Hot-Mix+Asphalt+Mixtures&rft.au=Morian%2C+Nathan%3BHajj%2C+Elie+Y%3BSebaaly%2C+Peter+E&rft.aulast=Morian&rft.aufirst=Nathan&rft.date=2013-01-01&rft.volume=1&rft.issue=2370&rft.spage=116&rft.isbn=9780309286886&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2370-15 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Number of references - 20 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2370-15 ER - TY - JOUR T1 - Durability Assessment of Coarse Aggregates for Hot-Mix Asphalt in Maine AN - 1671533108; 18743309 AB - In this study, micro-Deval and Los Angeles (LA) abrasion tests were used to evaluate the durability of 72 coarse aggregates used for hot-mix asphalt (HMA) in Maine. Aggregates used in HMA must be durable and resistant to abrasion and degradation. Material loss in HMA pavements has recently been observed by the Maine Department of Transportation. Aggregate degradation has been hypothesized as a possible contributor. The micro-Deval results showed no correlation with results from the LA abrasion; the range in values was quite large. Two alternative methods of analyzing micro-Deval results were employed to measure the change in gradation of aggregate samples. A relatively large portion of tested aggregate sources was found to degrade significantly in the micro-Deval test while having acceptable AASHTO micro-Deval loss values, presumably as the result of fracturing instead of abrasion. The weighted-average method and the area-between-curves method proved to be effective in measuring the change in particle size distribution not captured with the Method 1 micro-Deval loss value. In addition, a significant influence of initial grading size was found in all the micro-Deval data, with finer initial gradations producing higher loss values. The alternative analysis methods for micro-Deval are recommended for use in detecting degradation not captured by the traditional micro-Deval value. JF - Transportation Research Record AU - Nener-Plante, Derek AD - Pavement Design and Quality, Maine Department of Transportation, 16 State House Station, Augusta, ME 04333-0016 derek.nener-plante@maine.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 29 EP - 36 PB - Transportation Research Board IS - 2335 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Durability KW - Transportation KW - Degradation KW - Abrasion KW - Fracturing KW - Asphalt KW - Abrasion resistance KW - Aggregates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671533108?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+Record&rft.atitle=Durability+Assessment+of+Coarse+Aggregates+for+Hot-Mix+Asphalt+in+Maine&rft.au=Nener-Plante%2C+Derek&rft.aulast=Nener-Plante&rft.aufirst=Derek&rft.date=2013-01-01&rft.volume=&rft.issue=2335&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2335-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 10 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2335-04 ER - TY - JOUR T1 - Standardized Data Processing: When Is It Needed in the Mining of Private-Sector Probe-Based Traffic Data to Measure Highway Performance? AN - 1671531713; 18750306 AB - The newly enacted U.S. transportation act Moving Ahead for Progress in the 21st Century requires the reporting of highway performance in terms of congestion and reliability. With unprecedented coverage and detail, private-sector probe-based traffic data are one of the most promising sources for the establishment of a highway performance monitoring system that can track congestion and reliability on a national scale. But the data alone are not enough; many variants in the data and the data-processing procedures can cause significantly different results even from the same set of data. As demonstrated in this paper, the space mean speed feature of the probe data, the referencing of the segment locations, the frequency of data archiving, the calculation procedures, and the difference between experienced travel time and instantaneous travel time could play a role in determining the values of certain performance measures. Standardized data elements and data processing procedures should be established in the effort to use proprietary probe data to measure highway performance. JF - Transportation Research Record AU - Pu, Wenjing AD - Department of Transportation Planning, Metropolitan Washington Council of Governments, Suite 300, 777 North Capitol Street, NE, Washington, DC wpu@mwcog.org Y1 - 2013 PY - 2013 DA - 2013 SP - 44 EP - 57 PB - Transportation Research Board VL - 1 IS - 2338 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Archiving KW - Transportation KW - Data processing KW - Traffic flow KW - Traffic engineering KW - Space probes KW - Highways KW - Congestion UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671531713?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+Record&rft.atitle=Standardized+Data+Processing%3A+When+Is+It+Needed+in+the+Mining+of+Private-Sector+Probe-Based+Traffic+Data+to+Measure+Highway+Performance%3F&rft.au=Pu%2C+Wenjing&rft.aulast=Pu&rft.aufirst=Wenjing&rft.date=2013-01-01&rft.volume=1&rft.issue=2338&rft.spage=44&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2338-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 18 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2338-06 ER - TY - JOUR T1 - Using naturalistic driving data to identify variables associated with infrequent, occasional, and consistent seat belt use AN - 1660409802; PQ0001010848 AB - Seat belt use is one of the most effective countermeasures to reduce traffic fatalities and injuries. The success of efforts to increase use is measured by road side observations and self-report questionnaires. These methods have shortcomings, with the former requiring a binary point estimate and the latter being subjective. The 100-car naturalistic driving study presented a unique opportunity to study seat belt use in that seat belt status was known for every trip each driver made during a 12-month period. Drivers were grouped into infrequent, occasional, or consistent seat belt users based on the frequency of belt use. Analyses were then completed to assess if these groups differed on several measures including personality, demographics, self-reported driving style variables as well as measures from the 100-car study instrumentation suite (average trip speed, trips per day). In addition, detailed analyses of the occasional belt user group were completed to identify factors that were predictive of occasional belt users wearing their belts. The analyses indicated that consistent seat belt users took fewer trips per day, and that increased average trip speed was associated with increased belt use among occasional belt users. The results of this project may help focus messaging efforts to convert occasional and inconsistent seat belt users to consistent users. JF - Accident Analysis & Prevention AU - Reagan, Ian J AU - McClafferty, Julie A AU - Berlin, Sharon P AU - Hankey, Jonathan M AD - National Highway Traffic Safety Administration, United States Y1 - 2013/01// PY - 2013 DA - Jan 2013 SP - 600 EP - 607 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 50 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Traffic safety KW - Naturalistic driving KW - Seat belt use KW - Demography KW - Mortality KW - Accidents KW - Seat belts KW - Prevention KW - Driving ability KW - Injuries KW - Motor vehicles KW - Personality KW - Protective equipment KW - Traffic KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1660409802?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=Using+naturalistic+driving+data+to+identify+variables+associated+with+infrequent%2C+occasional%2C+and+consistent+seat+belt+use&rft.au=Reagan%2C+Ian+J%3BMcClafferty%2C+Julie+A%3BBerlin%2C+Sharon+P%3BHankey%2C+Jonathan+M&rft.aulast=Reagan&rft.aufirst=Ian&rft.date=2013-01-01&rft.volume=50&rft.issue=&rft.spage=600&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2012.06.008 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-03-01 N1 - Last updated - 2015-04-16 N1 - SubjectsTermNotLitGenreText - Demography; Mortality; Prevention; Seat belts; Accidents; Driving ability; Injuries; Motor vehicles; Personality; Protective equipment; Traffic DO - http://dx.doi.org/10.1016/j.aap.2012.06.008 ER - TY - JOUR T1 - Slope failure hazard in Canada's Atlantic provinces; a review AN - 1645574184; 2015-003660 AB - Slope failures present a hazard around the world, with considerable impact on communication/transportation corridors, resource sectors, and coastal and urban development. Although poorly documented in much of Atlantic Canada, mass movements are known to have resulted in 71 fatalities in Newfoundland. In the Ferryland, Newfoundland, disaster of around 1823, 42 fishermen were reportedly killed when a cave roof collapsed onto them. Debris floods and flows are widespread in areas of higher relief in both Newfoundland and Cape Breton Island, and tend to be most hazardous for highway engineering and community development. Rotational slumps in glaciomarine clays are evident along the major river valleys of Labrador and are an important consideration during hydroelectric development. In other areas of Atlantic Canada, earthflows affect transportation routes and involve movement of saturated sediment during spring thaw. Along the Gulf of St. Lawrence, Northumberland Strait and the Bay of Fundy coastlines, friable rocks, glaciotectonic activity, frost wedging, and coastal erosion have resulted in many small failures and incremental retreat of coastal cliffs. Ongoing climate change will have an impact on slope failure activity. Increasing summer frequency and intensity of thunderstorms and hurricane events, increased winter precipitation in some locations, and possible erratic freeze-thaw events would result in an increase in debris flows triggered by precipitation, and rockfalls triggered by freeze-thaw. Human utilization of coastal areas is also contributing to the frequency and hazard of slope failures across Atlantic Canada. JF - Atlantic Geology AU - Spooner, Ian AU - Batterson, Martin AU - Catto, Norm AU - Liverman, David AU - Broster, Bruce E AU - Kearns, Kim AU - Isenor, Fenton AU - McAskill, G Wayne Y1 - 2013 PY - 2013 DA - 2013 SP - 1 EP - 14 PB - Atlantic Geoscience Society, Fredericton, NB VL - 49 SN - 0843-5561, 0843-5561 KW - Labrador KW - Churchill River valley KW - geologic hazards KW - Ferryland Harbour KW - Newfoundland and Labrador KW - debris flows KW - Lorneville Cove KW - Newfoundland KW - sackungen KW - Gulf of Saint Lawrence KW - mass movements KW - Daniel's Harbour Newfoundland and Labrador KW - Northumberland Strait KW - Maritime Provinces KW - rockfalls KW - failures KW - New Brunswick KW - slumping KW - landslides KW - Canada KW - Nova Scotia KW - natural hazards KW - geomorphology KW - North Atlantic KW - Eastern Canada KW - slope stability KW - Atlantic Ocean KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1645574184?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=Atlantic+Geology&rft.atitle=Slope+failure+hazard+in+Canada%27s+Atlantic+provinces%3B+a+review&rft.au=Spooner%2C+Ian%3BBatterson%2C+Martin%3BCatto%2C+Norm%3BLiverman%2C+David%3BBroster%2C+Bruce+E%3BKearns%2C+Kim%3BIsenor%2C+Fenton%3BMcAskill%2C+G+Wayne&rft.aulast=Spooner&rft.aufirst=Ian&rft.date=2013-01-01&rft.volume=49&rft.issue=&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Atlantic+Geology&rft.issn=08435561&rft_id=info:doi/10.4138%2Fatlgeol.2013.001 L2 - http://journals.hil.unb.ca/index.php/ag/index LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 36 N1 - PubXState - NB N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2015-01-15 N1 - SubjectsTermNotLitGenreText - Atlantic Ocean; Canada; Churchill River valley; Daniel's Harbour Newfoundland and Labrador; debris flows; Eastern Canada; failures; Ferryland Harbour; geologic hazards; geomorphology; Gulf of Saint Lawrence; Labrador; landslides; Lorneville Cove; Maritime Provinces; mass movements; natural hazards; New Brunswick; Newfoundland; Newfoundland and Labrador; North Atlantic; Northumberland Strait; Nova Scotia; rockfalls; sackungen; slope stability; slumping DO - http://dx.doi.org/10.4138/atlgeol.2013.001 ER - TY - JOUR T1 - Beyond Westway and After the Terrorist Attacks of September 11, 2001: Citizens' Role and Route 9A AN - 1559704138; 20187384 AB - Since 1973, New York City's Route 9A from Battery Park to West 59th Street has undergone a transformation from a crumbling 1930s elevated highway in a derelict postmaritime environment of rotting piers and abandoned buildings to a first-class multimodal, at-grade, tree-lined urban boulevard with a recreational focus. Route 9A connects Lower Manhattan and the west side of Manhattan with Hudson River Park and the waterfront and is a premier example of the economic revitalization that can take place when urban design and community involvement combine with engineering and the environment. The New York State Department of Transportation reconstructed Route 9A in seven segments, bid as seven contracts. As the last contract adjacent to the World Trade Center was winding down, the terrorist events of September 11, 2001 (9/11), occurred. With the devastation came the rebuilding of Lower Manhattan and a new emphasis on people, environment, and coordination in a post-9/11 environment. Route 9A was and continues to be a vital link. This paper describes the process of transformation and how adversity experienced along the way was overcome-beyond Westway and post-9/11 at the World Trade Center-as well as the citizens' vital role in rebuilding Route 9A. JF - Transportation Research Record AU - Weiss, Lisa D AU - Nelson, Debra A AU - Sporn, Heather AD - New York State Department of Transportation, 115 Broadway, Suite 1701, New York, NY 10006 Y1 - 2013 PY - 2013 DA - 2013 SP - 45 EP - 52 PB - Transportation Research Board IS - 2397 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Contracts KW - Transformations KW - Economics KW - Parks KW - Battery KW - Rebuilding KW - Highways UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1559704138?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+Record&rft.atitle=Beyond+Westway+and+After+the+Terrorist+Attacks+of+September+11%2C+2001%3A+Citizens%27+Role+and+Route+9A&rft.au=Weiss%2C+Lisa+D%3BNelson%2C+Debra+A%3BSporn%2C+Heather&rft.aulast=Weiss&rft.aufirst=Lisa&rft.date=2013-01-01&rft.volume=&rft.issue=2397&rft.spage=45&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2397-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-09-01 N1 - Number of references - 22 N1 - Last updated - 2014-09-08 DO - http://dx.doi.org/10.3141/2397-06 ER - TY - JOUR T1 - Systems Thinking for Knowledge Transfer in Organic and Mechanistic Organizations: State Government Transportation Research Organizations AN - 1551098585; 20129150 AB - Research units in state government transportation agencies exist within traditionally hierarchical, or mechanistic, organizations. They manage and conduct research studies and ensure the successful transfer of knowledge through both inter- and intraorganizational relationships and through knowledge transfer activities. These activities may entail the transfer of knowledge at the local, state, federal or international level. Improving knowledge transfer ultimately improves organizational performance. Use of Bums and Stalkers' dualism-mechanistic versus organic management systems-to describe government organizations aids in the recognition of the current condition and in the identification of the characteristics of an environment that will be more conducive to efficient knowledge transfer. This information will help decision makers within these organizations to select the appropriate organizational structure, or processes, to enhance knowledge transfer. The increasing amount of information and growing organizational complexity require a systems thinking approach to identifying opportunities for improvement within these organizations. This paper describes how systems thinking can aid in exploring knowledge transfer within organic and mechanistic state government organizations and offers contributions to the body of knowledge concerning government entities and intentional knowledge transfer. JF - Transportation Research Record AU - Crichton-Sumners, Camille AU - Mansouri, Mo AU - Sauser, Brian AD - New Jersey Department of Transportation, 1035 Parkway Avenue, Trenton, NJ 08625; School of Systems and Enterprises, Stevens Institute of Technology, Castle Point on the Hudson, Hoboken, NJ 07030 camille.crichtonsumners@dot.state.nj.us Y1 - 2013 PY - 2013 DA - 2013 SP - 112 EP - 120 PB - Transportation Research Board IS - 2399 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Aids KW - Knowledge management KW - Transportation KW - Management KW - Organizations KW - Governments KW - Organizational structure KW - Character recognition UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1551098585?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+Record&rft.atitle=Systems+Thinking+for+Knowledge+Transfer+in+Organic+and+Mechanistic+Organizations%3A+State+Government+Transportation+Research+Organizations&rft.au=Crichton-Sumners%2C+Camille%3BMansouri%2C+Mo%3BSauser%2C+Brian&rft.aulast=Crichton-Sumners&rft.aufirst=Camille&rft.date=2013-01-01&rft.volume=&rft.issue=2399&rft.spage=112&rft.isbn=9780309294843&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2399-12 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-01 N1 - Number of references - 61 N1 - Last updated - 2014-09-05 DO - http://dx.doi.org/10.3141/2399-12 ER - TY - JOUR T1 - Responses and Performance of Stabilized Full-Depth Reclaimed Pavements at the Minnesota Road Research Facility AN - 1551087811; 20153513 AB - This paper details the construction and analysis of three stabilized full-depth reclamation (SFDR) sections (Cells 2, 3, and 4) constructed at the Minnesota Road Research Facility on I-94 in 2008. Three test sections with different ratios of pulverized asphalt concrete to granular base were constructed, and the performance of full-depth reclaimed pavements stabilized with engineered emulsion was studied. Emulsion content and base structure varied between test sections. Each test section was designed for 3.5 million equivalent single-axle loads for a period of 5 years. As of June 30, 2012, the sections had been subjected to approximately 2.2 million such loads. JF - Transportation Research Record AU - Johanneck, Luke AU - Dai, Shongtao AD - Office of Materials and Road Research Minnesota Department of Transportation 1400 Gervais Avenue, Maplewood MN 55109 luke.johanneck@state.mn.us Y1 - 2013 PY - 2013 DA - 2013 SP - 114 EP - 125 PB - Transportation Research Board VL - 3 IS - 2368 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pavements KW - Equivalence KW - Transportation KW - Roads KW - Construction KW - Asphalt KW - Emulsions KW - Research facilities UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1551087811?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+Record&rft.atitle=Responses+and+Performance+of+Stabilized+Full-Depth+Reclaimed+Pavements+at+the+Minnesota+Road+Research+Facility&rft.au=Johanneck%2C+Luke%3BDai%2C+Shongtao&rft.aulast=Johanneck&rft.aufirst=Luke&rft.date=2013-01-01&rft.volume=3&rft.issue=2368&rft.spage=114&rft.isbn=9780309287104&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2368-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-01 N1 - Number of references - 25 N1 - Last updated - 2014-09-05 DO - http://dx.doi.org/10.3141/2368-11 ER - TY - JOUR T1 - Do Complete Streets Cost More Than Incomplete Streets? AN - 1551075851; 20129133 AB - For more than 5 years, the City of Charlotte, North Carolina, has been applying the award-winning Urban Street Design Guidelines to plan, design, and build context-based complete streets that consider the needs of all transportation modes. This study intends to answer the most common question the city receives about building complete streets: Does building a complete street cost more than building a traditional street and, if so, how much more? Staff from the Charlotte Department of Transportation (Charlotte DOT) compiled information from past projects to determine the cost range of typical complete streets projects. In addition, Charlotte DOT staff used the database of the North Carolina DOT to analyze actual line-item bid costs for complete streets project elements, such as bike lanes and sidewalks. Charlotte DOT staff also examined fluctuations in transportation project construction costs over a 5-year period. The analysis shows that incorporating complete streets elements slightly increases the cost of a project. However, Charlotte DOT staff also determined that overall market fluctuations in construction costs played a more significant role in the costs of a project than did the costs for incorporating complete streets elements. Costs for typical complete streets elements make up a very small percentage of the overall project cost. After consideration of the small percentage of project budgets required to include complete streets elements and the significant fluctuation in project construction costs, the authors make the argument for continuing to include complete street items in project scopes and budgets. JF - Transportation Research Record AU - Shapard, James AU - Cole, Mark AD - Charlotte Department of Transportation, City of Charlotte, 600 East 4th Street, Charlotte, NC 28202 jshapard@charlottenc.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 134 EP - 138 PB - Transportation Research Board IS - 2393 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Databases KW - Transportation KW - Design engineering KW - Fluctuation KW - Construction costs KW - Marketing KW - Budgets KW - Streets UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1551075851?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+Record&rft.atitle=Do+Complete+Streets+Cost+More+Than+Incomplete+Streets%3F&rft.au=Shapard%2C+James%3BCole%2C+Mark&rft.aulast=Shapard&rft.aufirst=James&rft.date=2013-01-01&rft.volume=&rft.issue=2393&rft.spage=134&rft.isbn=9780309287173&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2393-15 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-01 N1 - Number of references - 7 N1 - Last updated - 2014-09-05 DO - http://dx.doi.org/10.3141/2393-15 ER - TY - JOUR T1 - Handling Uncertainty in Transit Project Evaluation and Rating Process: Comparison Between the Existing FTA Approach and a Fuzzy Inference Approach AN - 1551058188; 20129143 AB - A fuzzy inference approach that ranks proposals for major transit projects is proposed, and its performance is compared with the existing approach used by the FTA New Starts Program. The FTA approach uses a rigid mathematical process in which 24 attributes of a proposal are scored initially and then aggregated multiple times to obtain a single overall rating for the proposal. The proposal's funding recommendation is based on this rating. In this approach, a small difference in the initial score can make a significant difference in the final score; that is, the final score is not stable with respect to small perturbations in the initial scores of the attributes. In any evaluation, there is always room for subjective judgment and associated uncertainty to enter when the score of an attribute, the break points on the scoring scale, and the value of the weights of the attributes are determined. The proposed fuzzy inference approach incorporates the fuzziness and approximation associated with the evaluation process and preserves them through the calculation process. In this study, data from the 2012 and 2013 reports of the FTA New Starts Program proposal evaluation were used to compare the FTA approach with the proposed approach. The proposed fuzzy inference approach was found to be robust in dealing with evaluator uncertainty in the initial scores. The final score of this method was found to be more stable than that of the FTA method with respect to small changes in initial values, weights, and break points on the performance scale. JF - Transportation Research Record AU - Kronprasert, Nopadon AU - Kikuchi, Shinya AD - Turner-Fairbank Highway Research Center, Federal Highway Administration, 6300 Georgetown Pike, McLean, VA 22101 nopadon.kronprasert.ctr@dot.gov. Y1 - 2013 PY - 2013 DA - 2013 SP - 44 EP - 53 PB - Transportation Research Board IS - 2399 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); Computer and Information Systems Abstracts (CI); CSA / ASCE Civil Engineering Abstracts (CE) KW - Inference KW - Uncertainty KW - Proposals KW - Fuzzy logic KW - Ratings KW - Fuzzy set theory KW - Fuzzy KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1551058188?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+Record&rft.atitle=Handling+Uncertainty+in+Transit+Project+Evaluation+and+Rating+Process%3A+Comparison+Between+the+Existing+FTA+Approach+and+a+Fuzzy+Inference+Approach&rft.au=Kronprasert%2C+Nopadon%3BKikuchi%2C+Shinya&rft.aulast=Kronprasert&rft.aufirst=Nopadon&rft.date=2013-01-01&rft.volume=&rft.issue=2399&rft.spage=44&rft.isbn=9780309294843&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2399-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-08-01 N1 - Number of references - 17 N1 - Last updated - 2014-09-05 DO - http://dx.doi.org/10.3141/2399-05 ER - TY - JOUR T1 - The Sevier-Laramide hinterland; initial Late Jurassic-Early Cretaceous shortening, renewed early Late Cretaceous shortening and the influence of a delamination cycle on wedge mechanics AN - 1549619232; 2014-059609 AB - Deeply exhumed Barrovian metamorphic rocks in the Sevier-Laramide hinterland record substantial tectonic burial and a complex Late Jurassic to Paleogene tectono-metamorphic history of alternations in contraction and extension that reflect the evolving mechanics of the retroarc orogenic wedge. This history both pre-dates and is synchronous with protracted shortening in the Sevier fold-thrust belt and Laramide foreland province. Early and Middle Jurassic shortening--localized along the eastern arc fringe and along the shelf-slope margin of a Triassic backarc basin and probably driven by arc collision/accretion--together with the westward-thickening passive margin sediments, provided initial wedge taper that was amplified during the Late Jurassic to Paleogene non-collisional Sevier orogeny. Results from coupled Lu-Hf garnet dating, (super 40) Ar/ (super 39) Ar thermochronology, and petrologic modeling of garnet growth to determine PT paths illuminate the following: (1) Late Jurassic thrust-burial metamorphism (158.2+ or -2.6 Ma) in the Funeral Mountains documents some of the earliest recognized shortening within the integrated Sevier orogen; (2) Valanginian (132.1+ or -2.4 to 138.7+ or -0.7 Ma) tectonic burial in the northern Albion Mountains and Latest Jurassic (149.9+ or -1.2 Ma) tectonic burial in the eastern Raft River Mountains are consistent with an eastward progression of initial deformation at this latitude during development of the Sevier orogenic wedge; (3) Coniacian-Santonian tectonic burial in the Grouse Creek Mountains (85.5+ or -1.9 Ma) and Wood Hills (82.8+ or -1.1 Ma) is consistent with renewed crustal shortening in the wedge interior; (4) Late Cretaceous thrust burial forms the initial stage of a 3-part Late Cretaceous to Early Eocene history of burial, exhumation and heating, and burial that we interpret to record the dynamic responses of a delamination cycle on the orogenic wedge. This tectono-metamorphic sequence may also be consistent with recent geodynamic predictions of dynamic topographic adjustments resulting from passage of a subterranean oceanic plateau embedded in the Farallon plate; (5) Ongoing studies of PT paths for synkinematic garnets that yielded ages of 51.0+ or -2.0 and 53.3+ or -2.2 Ma from the Grouse Creek Mountains will help to resolve the age of the transition from final contraction to extension. JF - Abstracts with Programs - Geological Society of America AU - Wells, Michael L AU - Hoisch, Thomas D AU - Vervoort, Jeff AU - Lacy, Alison AU - Cruz-Uribe, Alicia M AU - Beyene, Mengesha A AU - Kelly, Eric D AU - Anonymous Y1 - 2013 PY - 2013 DA - 2013 SP - 675 PB - Geological Society of America (GSA), Boulder, CO VL - 45 IS - 7 SN - 0016-7592, 0016-7592 KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1549619232?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+Sevier-Laramide+hinterland%3B+initial+Late+Jurassic-Early+Cretaceous+shortening%2C+renewed+early+Late+Cretaceous+shortening+and+the+influence+of+a+delamination+cycle+on+wedge+mechanics&rft.au=Wells%2C+Michael+L%3BHoisch%2C+Thomas+D%3BVervoort%2C+Jeff%3BLacy%2C+Alison%3BCruz-Uribe%2C+Alicia+M%3BBeyene%2C+Mengesha+A%3BKelly%2C+Eric+D%3BAnonymous&rft.aulast=Wells&rft.aufirst=Michael&rft.date=2013-01-01&rft.volume=45&rft.issue=7&rft.spage=675&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/Paper233502.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2013 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-07-31 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Mesozoic ancestry of the Funeral Mountains metamorphic core complex; influence of thrust burial and inclined rheological layering on polyphase Mesozoic and Cenozoic extensional reactivation AN - 1549617246; 2014-057624 AB - Many metamorphic core complexes in the western US show evidence for the following relationships demonstrating tectonic inheritance in the geometry, kinematics and localization of Cenozoic extension: (1) localization in sites of significant Mesozoic crustal thickening; (2) development and Cenozoic reactivation of Late Cretaceous to Paleocene synconvergent extensional structures; and (3) a geometric and kinematic influence of initially inclined lithologic layering and rheological boundaries on Mesozoic and Cenozoic extensional structures. We review results of studies in the Funeral Mountains metamorphic core complex (FMCC) to demonstrate these relationships as well as to argue for the reactivation of a Jurassic thrust by the Miocene Boundary Canyon detachment (BCD). The FMCC shows clear evidence for significant localized crustal thickening in development of a metamorphic field gradient over a 40 km distance in Proterozoic metasedimentary rocks, from lower greenschist facies rocks to the SE to upper amphibolite facies/migmatites to the NW. Lu-Hf garnet dating constrains the age of initial metamorphism to the Late Jurassic (Oxfordian), and associated PT paths show garnet growth during compression. Muscovite (super 40) Ar/ (super 39) Ar ages beneath the Miocene BCD across 35 kilometers parallel to the transport direction provide evidence for a Late Cretaceous, extensional top-to-northwest structure antecedent to the BCD; ages show a northwest-decreasing age pattern from pre-burial Proterozoic detrital ages in the southeast, through 154 to 91 Ma cooling ages in the Sterling Quartzite, to 75 to 70 Ma ages in the subjacent Johnnie Formation in the northwest. Zircon (U-Th)/He analyses from quartzite samples collected along the same transect reveal a pattern of ages decreasing towards the northwest, and capture the pre-Miocene-extension partial retention zone and the onset of BCD slip at approximately 10-11 Ma with rapid slip until 7.4 Ma. These data compel the following history: (1) Jurassic crustal thickening and underthrusting of supracrustal rocks leading to development of NW dipping lithologic panel; (2) reactivation of the thrust zone during Late Cretaceous extension; and (3) subsequent reactivation of the composite deformation zone during Late Miocene extension. JF - Abstracts with Programs - Geological Society of America AU - Wells, Michael L AU - Beyene, Mengesha A AU - Hoisch, Thomas D AU - Spell, Terry L AU - Stockli, Daniel F AU - Vervoort, Jeffrey D AU - Anonymous Y1 - 2013 PY - 2013 DA - 2013 SP - 523 PB - Geological Society of America (GSA), Boulder, CO VL - 45 IS - 7 SN - 0016-7592, 0016-7592 KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1549617246?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Mesozoic+ancestry+of+the+Funeral+Mountains+metamorphic+core+complex%3B+influence+of+thrust+burial+and+inclined+rheological+layering+on+polyphase+Mesozoic+and+Cenozoic+extensional+reactivation&rft.au=Wells%2C+Michael+L%3BBeyene%2C+Mengesha+A%3BHoisch%2C+Thomas+D%3BSpell%2C+Terry+L%3BStockli%2C+Daniel+F%3BVervoort%2C+Jeffrey+D%3BAnonymous&rft.aulast=Wells&rft.aufirst=Michael&rft.date=2013-01-01&rft.volume=45&rft.issue=7&rft.spage=523&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/Paper223749.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2013 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-07-31 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Unraveling the history of crustal thickening in the Sevier orogenic belt with Lu-Hf garnet geochronology and pressure-temperature paths from metamorphic rocks AN - 1549617203; 2014-057544 AB - The hinterland regions of orogenic belts are typified by metamorphosed supracrustal rocks that reached depths of the middle and lower crust by stacking of thrust sheets or nappes, which can bury rocks to several times their original stratigraphic burial depths. Garnet that grows in pelitic schist develops chemical zonation that may be evaluated using differential thermodynamics (Gibbs method) and/or G-minimization to determine a pressure-temperature path. Paths that record a steep or isothermal increase in pressure indicate thrust loading during growth. In addition, garnet growth may be dated using the Lu-Hf method. By combining these two methods, we have directly determined the ages of tectonic burial in many areas of exhumed supracrustal rocks in the western U.S. Because exhumation has removed or obscured evidence of thrust faults in most of these areas, the ages provide a unique record and a basis for tying hinterland burial to growth of the retroarc wedge. In the hanging wall of the Basin-Elba thrust in the northern Albion Range of southern Idaho, burial ages of 132.1+ or -2.4 and 137.8+ or -0.5 Ma (2sigma ) were determined, and are similar to two Lu-Hf garnet ages of 132.1+ or -5.1 and 138.7+ or -0.7 Ma from the footwall in the Albion Mountains. An older burial age of 149.9+ or -1.2 Ma was determined from the western Raft River Mountains in NW Utah. In the northern Grouse Creek Mountains in NW Utah, a burial age of 85.5+ or -1.9 Ma was determined, and a similar age of 82.8+ or -1.1 Ma was obtained from the Wood Hills in eastern Nevada, interpreted to record a transition from synconvergent exhumation (core) to burial (rim). In the Funeral Mountains in Death Valley National Park in eastern California, a burial age of 158.2+ or -2.6 Ma was determined. The ages are biased toward the latter portions of the pressure-temperature paths due to the distribution of Lu in the garnets; more Lu is contained in rims than cores, even though Lu tends to have higher concentrations in cores due to Rayleigh fractionation of Lu during garnet growth. Generally, ages cluster into two distinct groups: Late Jurassic to Early Cretaceous burial associated with the initial crustal thickening phase of the orogenic wedge in the hinterland, and Late Cretaceous burial associated with renewed hinterland shortening. JF - Abstracts with Programs - Geological Society of America AU - Hoisch, Thomas D AU - Wells, Michael L AU - Vervoort, Jeffrey D AU - Beyene, Mengesha A AU - Kelly, Eric D AU - Cruz-Uribe, Alicia M AU - Wills, Marci A AU - Anonymous Y1 - 2013 PY - 2013 DA - 2013 SP - 508 PB - Geological Society of America (GSA), Boulder, CO VL - 45 IS - 7 SN - 0016-7592, 0016-7592 KW - 03:Geochronology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1549617203?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Unraveling+the+history+of+crustal+thickening+in+the+Sevier+orogenic+belt+with+Lu-Hf+garnet+geochronology+and+pressure-temperature+paths+from+metamorphic+rocks&rft.au=Hoisch%2C+Thomas+D%3BWells%2C+Michael+L%3BVervoort%2C+Jeffrey+D%3BBeyene%2C+Mengesha+A%3BKelly%2C+Eric+D%3BCruz-Uribe%2C+Alicia+M%3BWills%2C+Marci+A%3BAnonymous&rft.aulast=Hoisch&rft.aufirst=Thomas&rft.date=2013-01-01&rft.volume=45&rft.issue=7&rft.spage=508&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/Paper230321.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2013 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-07-31 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Early Cretaceous (Valanginian) crustal thickening in the Sevier Hinterland from garnet P-T paths and Lu-Hf garnet geochronology, southern Idaho AN - 1549617051; 2014-057545 AB - The northern Albion Mountains in southern Idaho comprise a thick overturned section of Neoproterozoic clastic metasedimentary rocks in the hanging wall of a major thrust, the Basin-Elba fault. The rocks were buried to 20-25 km and metamorphosed early in the history of the Sevier orogeny. Garnet growth zoning was used to determine a P-T path from four samples of the schist of Willow Creek by modeling one garnet from each sample using a G-minimization approach. The distribution of quartz inclusions, abundant in cores and few to none in rims, combined with well-defined internal resorption features seen on Y maps, establishes the presence of a hiatus in the growth zoning in three of four of the garnets analyzed. The modeled P-T paths are consistent with this interpretation. The four paths are interpreted to record different but overlapping segments of the overall P-T path. The compiled path shows three episodes of isothermal pressure increases cumulatively rising approximately 2.5 kbar and approximately 50 degrees C. Between the second and third episodes, pressure decreases while temperature increases. For three of the garnets, the pressure-decrease segment followed garnet mode contours and crossed the staurolite-in garnet-consuming reaction midway through garnet growth, thus explaining the observed resorption features. Lu-Hf isochron ages from multiple garnet fractions and whole-rock analyses in two samples are 132.1+ or -2.4 Ma and 137.8+ or -0.5 Ma. Garnet rims contain Lu annuli indicating that most Lu is stored in the rims so ages are biased toward rim growth. The P-T paths presented here from the hanging wall to the Basin-Elba fault, which document episodic contraction and exhumation, are similar to previously determined paths from the schist of Mahogany Peaks in the footwall. Additionally, hanging-wall ages are similar to footwall Lu-Hf garnet isochron ages (132.1+ or -5.1 and 138.7+ or -0.7 Ma). Other structures, not preserved in the area, are needed to explain the burial associated with garnet growth. From a regional perspective, the 132-138 Ma ages for thrust-burial metamorphism fill an important gap in the record of retroarc shortening in the Sevier orogen, and are consistent with eastward propagation of initial shortening during growth of the orogenic wedge. JF - Abstracts with Programs - Geological Society of America AU - Kelly, Eric D AU - Hoisch, Thomas D AU - Wells, Michael L AU - Beyene, Mengesha A AU - Vervoort, Jeffrey D AU - Anonymous Y1 - 2013 PY - 2013 DA - 2013 SP - 508 PB - Geological Society of America (GSA), Boulder, CO VL - 45 IS - 7 SN - 0016-7592, 0016-7592 KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1549617051?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Early+Cretaceous+%28Valanginian%29+crustal+thickening+in+the+Sevier+Hinterland+from+garnet+P-T+paths+and+Lu-Hf+garnet+geochronology%2C+southern+Idaho&rft.au=Kelly%2C+Eric+D%3BHoisch%2C+Thomas+D%3BWells%2C+Michael+L%3BBeyene%2C+Mengesha+A%3BVervoort%2C+Jeffrey+D%3BAnonymous&rft.aulast=Kelly&rft.aufirst=Eric&rft.date=2013-01-01&rft.volume=45&rft.issue=7&rft.spage=508&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/Paper231151.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2013 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-07-31 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Screening Naturalistic Driving Study Data for Safety-Critical Events AN - 1547866296; 20187342 AB - This study responds to the need to screen events observed during naturalistic driving studies to derive a set of crashes and near crashes with common etiologies; these crashes are referred to as "well-defined surrogate events." Two factors are critical to the identification of these well-defined surrogate events: selection of screening criteria and the designation of a time window to be used for event search. Testing conducted by using an algorithm developed in a previous study is described. The algorithm allows for the use of a range of search criteria to Identify events with common etiology from unrefined naturalistic driving data. A range of kinematic search criteria was used to screen events, including lateral and longitudinal accelerations averaged over different time windows and characterized by average as well as maximum values during a time window. The testing was conducted with data from road departure events collected during a concluded 100-car naturalistic driving study. Fifty-one nonintersection and 12 intersection-related run-off-road events were included in the testing. Different sets of events were identified with different search criteria and different time windows. Diagnostic tools borrowed from medicine identified the best screening criteria and time windows. The methods allowed for enhanced identification of well-defined surrogates by using covariates such as driver attribute context and driver fatigue. The research illustrates a flexible procedure that uses a variety of statistical methods shown to effectively screen crashes and near crashes. JF - Transportation Research Record AU - Wu, Kun-Feng AU - Jovanis, Paul P AD - Turner-Farbank Highway Research Center, FHWA, U.S. Department of Transportation, 6300 Georgetown FNke, McLean, VA 22101, kfwu1106@gmail.com Y1 - 2013 PY - 2013 DA - 2013 SP - 137 EP - 146 PB - Transportation Research Board IS - 2386 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Accidents KW - Etiology KW - Transportation KW - Traffic safety KW - Human factors KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547866296?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=Transportation+Research+Record&rft.atitle=Screening+Naturalistic+Driving+Study+Data+for+Safety-Critical+Events&rft.au=Wu%2C+Kun-Feng%3BJovanis%2C+Paul+P&rft.aulast=Wu&rft.aufirst=Kun-Feng&rft.date=2013-01-01&rft.volume=&rft.issue=2386&rft.spage=137&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2386-16 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 28 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Etiology; Accidents; Transportation; Human factors; Traffic safety DO - http://dx.doi.org/10.3141/2386-16 ER - TY - JOUR T1 - Linking Transportation and Land Use Goals Through Scenario Planning: Case Study of Metropolitan Washington Region AN - 1547865354; 20187382 AB - The federal transportation legislation Moving Ahead for Progress in the 21st Century Act (MAP-21) provides metropolitan planning organizations (MPOs) with a framework for developing and evaluating scenarios for consideration in metropolitan transportation planning. Scenario planning will he an important tool as the National Capital Region Transportation Planning Board (TPB), the MPO for the metropolitan Washington, D.C., region, works to develop a Regional Transportation Priorities Plan. TPB has a long history of scenario planning work. This paper discusses TPB's Financially Constrained Long-Range Transportation Plan (CLRP) Aspirations Scenario Study, completed in October 2011, which combines for the first time significant changes in land use with an extensive network of variably priced lanes (VPLs) and high-quality bus rapid transit (BRT) service into an integrated scenario. Two variations of this scenario were developed as sensitivity tests to (a) analyze the effect of land use changes without the VPL and BRT components and (b) analyze a variation of the scenario that included a lower-cost, streamlined VPL network that would require less new construction and more conversion of general-purpose lanes to VPLs. This paper describes the development and results of the analysis of the three scenarios in relation to baseline forecasts for land use and transportation. In addition, this paper compares the CLRP Aspirations Scenario Study with the recommendations outlined in the MAP-21 legislation for scenario development and analysis to evaluate how well the current TPB scenario planning process aligns with the new legislation and how the process can be improved in the future. JF - Transportation Research Record AU - Morrow, Erin M AU - Park, Jinchul AU - Randall, Eric AU - Sivasailam, Daivamani AU - Son, Daniel Hojun AD - Department of Transportation Planning, Metropolitan Washington Council of Governments, 777 North Capitol Street, NE, Suite 300, Washington, DC 20002, emorrow@mwcog.org. Y1 - 2013 PY - 2013 DA - 2013 SP - 22 EP - 29 PB - Transportation Research Board IS - 2397 SN - 0361-1981, 0361-1981 KW - Sustainability Science Abstracts KW - USA, Washington KW - Historical account KW - Sensitivity KW - Transportation KW - Case studies KW - Priorities KW - Land use KW - Legislation KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547865354?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+Research+Record&rft.atitle=Linking+Transportation+and+Land+Use+Goals+Through+Scenario+Planning%3A+Case+Study+of+Metropolitan+Washington+Region&rft.au=Morrow%2C+Erin+M%3BPark%2C+Jinchul%3BRandall%2C+Eric%3BSivasailam%2C+Daivamani%3BSon%2C+Daniel+Hojun&rft.aulast=Morrow&rft.aufirst=Erin&rft.date=2013-01-01&rft.volume=&rft.issue=2397&rft.spage=22&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2397-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 14 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Sensitivity; Historical account; Case studies; Transportation; Priorities; Legislation; Land use; USA, Washington DO - http://dx.doi.org/10.3141/2397-03 ER - TY - JOUR T1 - Measuring Travel Behavior and Transit Trip Generation Characteristics of Transit-Oriented Developments AN - 1547864994; 20187388 AB - Transit-oriented developments (TODs) have been recognized as a promising proposition for policy makers and land developers in meeting the challenges of urban sprawl. The rapid pace with which TODs are being developed across the United States has left policy makers and transportation planners looking for methods aimed at modeling the travel characteristics of TODs. Current ITE trip-generation models are generally based on consolidated survey data from various land uses and are inadequate for serving the planning needs for travel demand parameters necessary to predict trip generation rates, develop trip distribution tables, identify mode choice characteristics, and determine trip assignment of TODs. The primary foci of this research were to understand the trip-making behavior of the TODs and develop a method for determining vehicular trip generation rates. A comparative assessment of TODs vis-a-vis non-TODs in relation to trip rates, transit usage, and primary travel mode was performed. A regression model relating TOD trip ends to gross floor area was developed and validated. Model behavior was consistent with the industry state of the practice; this factor would help transportation practitioners accurately forecast the trip generation rate for TODs. Validation of the regression model was performed by checks for normality, multicollinearity, and heteroscedasticity of the independent variable. The activity-based survey data used for this research were associated with the Washington, D.C., metropolitan area, which provided a wealth of transit-oriented corridors and diverse land use. Use of these data mitigated the loss of computational information frequently caused by aggregate data and therefore provided a more accurate quantitative forecast. JF - Transportation Research Record AU - Faghri, Arsalan AU - Venigalla, Mohan AD - Virginia Department of Transportation, 4975 Alliance Drive, Fairfax, VA 22030, mvenigal@gmu.edu Y1 - 2013 PY - 2013 DA - 2013 SP - 72 EP - 79 PB - Transportation Research Board IS - 2397 SN - 0361-1981, 0361-1981 KW - Sustainability Science Abstracts KW - Travel KW - USA, Washington KW - Urban sprawl KW - Transportation KW - Behavior KW - Land use KW - Metropolitan areas KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1547864994?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+Research+Record&rft.atitle=Measuring+Travel+Behavior+and+Transit+Trip+Generation+Characteristics+of+Transit-Oriented+Developments&rft.au=Faghri%2C+Arsalan%3BVenigalla%2C+Mohan&rft.aulast=Faghri&rft.aufirst=Arsalan&rft.date=2013-01-01&rft.volume=&rft.issue=2397&rft.spage=72&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2397-09 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 11 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Travel; Urban sprawl; Transportation; Behavior; Metropolitan areas; Land use; USA, Washington DO - http://dx.doi.org/10.3141/2397-09 ER - TY - JOUR T1 - Corridor Management: A Means to Elevate Understanding of Geotechnical Impacts on System Performance AN - 1541418641; 19795300 AB - The primary assets of a transportation agency are the transportation corridors that have been established to provide the means for moving people and goods safely and efficiently. A corridor's performance in this regard is only as good as its weakest link. Therefore, to manage an asset such as a corridor to a standard for system performance is to consider its components concurrently, not by individual asset classes. A corridor has embankments, slopes, walls, bridges, and pavements, and considering these geotechnical features separately just does not make sense from a system-performance perspective. Settlement, slope instability, rockfall, erosion, and corrosion are events that can be surprises or can be recognized in advance and managed. The corridor concept can bring geotechnical assets into consideration and result in better management for system performance. The concept also provides a means for rational prioritization that allows for a phased approach to the daunting task of collecting inventory and condition assessment for features that have not previously been managed. Geoprofessionals are developing tools and practices for inventorying, assessing performance, predicting life-cycle costs and degradation, and evaluating risk associated with geotechnical features. These tools and practices contribute to effective corridor management. JF - Transportation Research Record AU - Anderson, Scott A AU - Rivers, Benjamin S AD - Geotechnical Technical Service Team, Resource Center, Federal Flighway Administration, 12300 West Dakota Avenue, Suite 340, Lakewood, CO 80228, scott.anderson@dot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 9 EP - 15 PB - Transportation Research Board IS - 2349 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Risk assessment KW - Erosion KW - Transportation KW - Bridges KW - Degradation KW - Embankments KW - Economics KW - Corrosion KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1541418641?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=Transportation+Research+Record&rft.atitle=Corridor+Management%3A+A+Means+to+Elevate+Understanding+of+Geotechnical+Impacts+on+System+Performance&rft.au=Anderson%2C+Scott+A%3BRivers%2C+Benjamin+S&rft.aulast=Anderson&rft.aufirst=Scott&rft.date=2013-01-01&rft.volume=&rft.issue=2349&rft.spage=9&rft.isbn=9780309263443&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2349-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 18 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Risk assessment; Erosion; Bridges; Transportation; Degradation; Embankments; Economics; Corrosion DO - http://dx.doi.org/10.3141/2349-02 ER - TY - JOUR T1 - Effects of Three Advanced Devices on Preventing Crashes and Gate-Breaking Incidents at Highway-Rail Grade Crossings AN - 1541416859; 19761392 AB - This study investigated the effects of three advanced (i.e., engineering-based) devices-the obstacle detector, the LED train approaching indicator, and the law enforcement camera-on the prevention and reduction of specific types of traffic incidents at highway-rail grade crossings (HRGXs). The before-and-after effects of these three warning-control devices on the reduction of traffic collision and gate-breaking rates were evaluated. The interaction effects of these advanced devices in improving the safety of HRGXs were analyzed to identify the pure effect of each device and of different combinations of the devices. The empirical study used a 15-year data set on crashes and crossing inventory data that included the installation history of the three advanced devices. The numerical analysis results indicated that both the LED train approaching indicator and the law enforcement camera had different degrees of positive influence on improving the safety of an HRGX. JF - Transportation Research Record AU - Hu, Shou-Ren AU - Lin, Jhy-Pyng AD - Department of Transportation and Communication Management Science, National Cheng Kung University, Number 1 University Road, Tainan City 70101, Taiwan Y1 - 2013 PY - 2013 DA - 2013 SP - 109 EP - 117 PB - Transportation Research Board IS - 2384 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Crashes KW - Reduction KW - Law enforcement KW - Traffic flow KW - Devices KW - Indicators KW - Traffic engineering KW - Trains UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1541416859?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+Record&rft.atitle=Effects+of+Three+Advanced+Devices+on+Preventing+Crashes+and+Gate-Breaking+Incidents+at+Highway-Rail+Grade+Crossings&rft.au=Hu%2C+Shou-Ren%3BLin%2C+Jhy-Pyng&rft.aulast=Hu&rft.aufirst=Shou-Ren&rft.date=2013-01-01&rft.volume=&rft.issue=2384&rft.spage=109&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2384-13 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 16 N1 - Last updated - 2014-08-05 DO - http://dx.doi.org/10.3141/2384-13 ER - TY - JOUR T1 - Repeatability and Reproducibility of Mobile Retroreflectivity Units for Measurement of Pavement Markings AN - 1541415526; 19797200 AB - The Florida Department of Transportation has historically used a combination of handheld devices and visual surveys to evaluate the retroreflectivity of pavement markings. However, visual surveys have the inherent limitations of operator bias, while the use of a handheld device is slow and labor intensive and presents safety hazards. Many highway agencies have recognized that a mobile retroreflectivity unit (MRU) may be a safer and more efficient alternative to the handheld retroreflectometers. Because the measurement process relies on the operator-driven instrument, a level of uncertainty is always a concern in evaluating pavement markings with the MRU. This research was aimed at assessing the precision and bias of the MRU while using the handheld retroreflectometer as a reference device. JF - Transportation Research Record AU - Choubane, Bouzid AU - Sevearance, Joshua AU - Lee, Hyung Suk AU - Upshaw, Patrick AU - Fletcher, James AD - Florida Department of Transportation, Materials Research Park, 5007 Northeast 39th Avenue, Gainesville, FL 32609 bouzid.choubane@dot.myflorida.com Y1 - 2013 PY - 2013 DA - 2013 SP - 74 EP - 82 PB - Transportation Research Board IS - 2337 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pavements KW - Transportation KW - Recognition KW - Devices KW - Surveys KW - Reproducibility KW - Bias KW - Visual UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1541415526?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+Record&rft.atitle=Repeatability+and+Reproducibility+of+Mobile+Retroreflectivity+Units+for+Measurement+of+Pavement+Markings&rft.au=Choubane%2C+Bouzid%3BSevearance%2C+Joshua%3BLee%2C+Hyung+Suk%3BUpshaw%2C+Patrick%3BFletcher%2C+James&rft.aulast=Choubane&rft.aufirst=Bouzid&rft.date=2013-01-01&rft.volume=&rft.issue=2337&rft.spage=74&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2337-10 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 12 N1 - Last updated - 2014-08-05 DO - http://dx.doi.org/10.3141/2337-10 ER - TY - JOUR T1 - Safety Effectiveness of "Vehicle Entering When Flashing" Signs: Evaluation of 74 Stop-Controlled Intersections in North Carolina AN - 1541400381; 19761380 AB - This project evaluated the safety effectiveness of "Vehicle Entering When Flashing" (VEWF) intersection conflict warning systems (ICWSs) at stop-controlled intersections. The North Carolina Department of Transportation has utilized this treatment, which consists of vehicle-actuated sign and flasher assemblies placed at or near the intersection to warn motorists on the major or minor road, or both, of vehicles entering the intersection. Although this countermeasure has been used for years in North Carolina, and similar ICWSs have been used in other states, there has been minimal safety evaluation to prove or validate the systems' effectiveness. This study evaluated four categories of VEWF systems. Sites were categorized on the basis of the direction of the alert and placement from the intersection. Crash modification factors (CMFs) were provided for all sites and each category, as well as exclusively for sites with two-lane at two-lane intersections. JF - Transportation Research Record AU - Simpson, Carrie L AU - Troy, Shawn A AD - North Carolina Department of Transportation, Transportation Mobility and Safety Division, 1561 Mail Service Center, Garner, NC 27699-1561, clsimpson@ncdot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 1 EP - 9 PB - Transportation Research Board IS - 2384 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, North Carolina KW - Transportation KW - Safety KW - Conflicts KW - Warning systems KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1541400381?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=Transportation+Research+Record&rft.atitle=Safety+Effectiveness+of+%22Vehicle+Entering+When+Flashing%22+Signs%3A+Evaluation+of+74+Stop-Controlled+Intersections+in+North+Carolina&rft.au=Simpson%2C+Carrie+L%3BTroy%2C+Shawn+A&rft.aulast=Simpson&rft.aufirst=Carrie&rft.date=2013-01-01&rft.volume=&rft.issue=2384&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2384-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-07-01 N1 - Number of references - 11 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Transportation; Safety; Conflicts; Warning systems; USA, North Carolina DO - http://dx.doi.org/10.3141/2384-01 ER - TY - JOUR T1 - Landslides on faulted and tilted Tyee Formation react to cuts, fills and groundwater, Central Coast Range, Lincoln County, Oregon AN - 1535201266; 2014-041777 AB - Ancient landslides in Oregon's central Coast Range react to cuts, fills and groundwater at a highway realignment project. Monitoring has evolved at the site since 2007 and shows that ancient landslide terrain is reacting to seasonal and storm-induced groundwater levels, removal of lateral support, and loads place at various points of a landslide's geometry. Some of the movements have been sudden, such as rockslides, while other deep-seated landslides have been very slow, taking years to discern. Specific movements are being mitigated, and some movements are questioned: is it landslide or induced creep. The site geology consists of colluvial landslide debris overlying interbedded siltstone and sandstone (turbidite) of the Tyee Formation that is gently tilted, folded, and faulted with high-angle and bedding-parallel shears. Over geologic time, differential erosion has resulted in large translational slides, the characteristics of which range widely from massive slide blocks to highly fractured rock to completely disintegrated rock (clayey silt/sand soil). Monitoring with manual slope inclinometers and in-place inclinometers with data loggers reveals landslide translation, nested shear zones, settlement of fill and underlying slide materials, lateral compression in buttresses and shear keys, one-time small movements, rates of seasonal and induced ground deformation that vary from 0.25 to 115 mm/year (0.01-4.5-inch/year), and movement triggers. Monitoring with vibrating-wire piezometers reveals the hydrogeologic systems that are at the heart of the landslides, which include perched, confined, and fractured rock aquifers, and seasonal and storm-induced groundwater levels that vary from less than 300 mm (<1-foot) to over 15 m (50 feet). Precipitation is also being recorded. This presentation overviews various Tyee Formation landslide geometries; characteristics of the subsurface materials and groundwater conditions; and the reaction of the landslides and underlying rock formation to excavation, fill load, buttressing, horizontal drains, and seasonal and storm-induced groundwater. JF - Abstracts with Programs - Geological Society of America AU - Hammond, Charles M AU - Carpenter, Christopher I AU - Machan, George AU - Wurst, Philip L AU - Anonymous Y1 - 2013 PY - 2013 DA - 2013 SP - 643 PB - Geological Society of America (GSA), Boulder, CO VL - 45 IS - 7 SN - 0016-7592, 0016-7592 KW - 23:Geomorphology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1535201266?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Landslides+on+faulted+and+tilted+Tyee+Formation+react+to+cuts%2C+fills+and+groundwater%2C+Central+Coast+Range%2C+Lincoln+County%2C+Oregon&rft.au=Hammond%2C+Charles+M%3BCarpenter%2C+Christopher+I%3BMachan%2C+George%3BWurst%2C+Philip+L%3BAnonymous&rft.aulast=Hammond&rft.aufirst=Charles&rft.date=2013-01-01&rft.volume=45&rft.issue=7&rft.spage=643&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2013AM/webprogram/Paper233278.html LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2013 annual meeting & exposition N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2014-01-01 N1 - PubXState - CO N1 - Last updated - 2014-06-13 N1 - CODEN - GAAPBC ER - TY - JOUR T1 - Development of Texture Measurement System Based on Continuous Profiles from Three-Dimensional Scanning System AN - 1534841828; 19900152 AB - Pavement texture is an important indicator of road serviceability. Pavement texture is directly linked to pavement and tire skid resistance and to traffic safety for the public. Therefore, most transportation agencies require texture data for their pavement management information systems. Current methods for measuring pavement texture that use high-speed distance sensors or three-dimensional line scan devices have shown limitations for data stability. Problems caused by vehicle vibration, bad data from optical sensors, and, most important, speed dependency related to the sensor sampling time or exposure time either make the texture results unreliable or reveal noticeable errors. The influence of speed on network-level texture data collection was studied, and a highspeed, high-precision three-dimensional texture system was developed. The experiment confirmed that improper selection of a sensor with large exposure time would result in speed dependency on measured texture data. Because the system developed in the study adopted a very small exposure time for each sampling, it could produce accurate texture data that are largely independent of vehicle speed. JF - Transportation Research Record AU - Huang, Yaxiong AU - Copenhaver, Todd AU - Hempel, Phillip AU - Mikhail, Magdy AD - Texas Department of Transportation, Materials and Pavements Section, Construction Division, Building 37, 4203 Bull Creek Road, Austin, TX 78731, robin.huang@txdot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 13 EP - 22 PB - Transportation Research Board VL - 2 IS - 2367 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Data collection KW - Transportation KW - Sensors KW - Vibration KW - Tires KW - Velocity KW - Traffic safety KW - Information systems KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1534841828?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=Transportation+Research+Record&rft.atitle=Development+of+Texture+Measurement+System+Based+on+Continuous+Profiles+from+Three-Dimensional+Scanning+System&rft.au=Huang%2C+Yaxiong%3BCopenhaver%2C+Todd%3BHempel%2C+Phillip%3BMikhail%2C+Magdy&rft.aulast=Huang&rft.aufirst=Yaxiong&rft.date=2013-01-01&rft.volume=2&rft.issue=2367&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2367-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-01 N1 - Number of references - 6 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Data collection; Transportation; Sensors; Tires; Vibration; Velocity; Traffic safety; Information systems DO - http://dx.doi.org/10.3141/2367-02 ER - TY - JOUR T1 - Hazardous Driving Event Detection and Analysis System in Vehicular Networks: Methodology and Field Implementation AN - 1534831346; 19884672 AB - This study proposes a novel highway traffic surveillance system that is capable of detecting hazardous driving maneuvers through the use of an in-vehicle sensor and transmission of the event data detected to a traffic management center through vehicle-to-vehicle and vehicle-to-infrastructure wireless communication; this system is referred to as the "hazardous driving event detection and analysis system in vehicular networks." Compared with existing surveillance systems, the main novel feature of the proposed system lies in its ability to detect hazardous driving maneuvers that have the potential to lead to crashes. Three major components of the system are introduced in this study: an algorithm for detecting hazardous driving events, a method for deriving a new index incorporating expert judgment for evaluation of the risk level of the traffic stream on the basis of analyses of hazardous events that are detected, and field implementation of the proposed system in a test bed with real-time and historical data. Extensive field tests were conducted in the test bed to fine-tune the prototypical system. The methodology and field implementation presented in this study have potential value to help highway traffic agencies monitor and evaluate traffic streams with a focus on traffic safety. The proposed system is expected to be effective as support for the development of various traffic information control strategies to enhance traffic safety on highways. JF - Transportation Research Record AU - Oh, Cheol AU - Jeong, Eunbi AU - Kang, Kyungpyo AU - Kang, Younsoo AD - Department of Transportation and Logistics Engineering, Hanyang University at Ansan, 1271, Sa-3 Dong, Sangnokgu, Ansan-Si, Kyunggi-Do 426-791, South Korea, cheolo@hanyang.ac.kr Y1 - 2013 PY - 2013 DA - 2013 SP - 9 EP - 19 PB - Transportation Research Board VL - 2 IS - 2381 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Historical account KW - Accidents KW - Traffic management KW - Communications KW - Transportation KW - Sensors KW - Traffic safety KW - Highways KW - Traffic KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1534831346?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=Transportation+Research+Record&rft.atitle=Hazardous+Driving+Event+Detection+and+Analysis+System+in+Vehicular+Networks%3A+Methodology+and+Field+Implementation&rft.au=Oh%2C+Cheol%3BJeong%2C+Eunbi%3BKang%2C+Kyungpyo%3BKang%2C+Younsoo&rft.aulast=Oh&rft.aufirst=Cheol&rft.date=2013-01-01&rft.volume=2&rft.issue=2381&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2381-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-06-01 N1 - Number of references - 27 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Historical account; Accidents; Transportation; Communications; Traffic management; Sensors; Traffic safety; Highways; Traffic DO - http://dx.doi.org/10.3141/2381-02 ER - TY - JOUR T1 - Algorithm for Analyzing Horizontal Sight Distance from Lane Centerline Coordinates AN - 1520951347; 19336265 AB - An algorithm for analyzing the availability of horizontal sight distance on two-lane highways to establish the location of no-passing zones is described. The intent was to incorporate the algorithm into a computer model that could use coordinates of a lane centerline as the input and evaluate the availability of horizontal sight distances. The algorithm was applied to develop a method for locating no-passing zones that was more efficient, accurate, and safe than the current methods that require field measurements. The algorithm uses vector product calculations to derive the geometry of the roadway centerline from spatial coordinates of available data points that represent the center of the travel lane. From the roadway centerline definition, the algorithm defines the location of visual clear zone boundaries on both sides of the roadway. Finally, the algorithm uses the roadway centerline and visual clear zone boundary information to determine whether sufficient passing sight distance exists at each point along the centerline. JF - Transportation Research Record AU - Azimi, Mehdi AU - Hawkins Jr, H Gene AD - Department of Transportation Studies, College of Science and Technology, Texas Southern University, Houston, TX 77004 azimim@tsu.edu Y1 - 2013 PY - 2013 DA - 2013 SP - 12 EP - 19 PB - Transportation Research Board IS - 2358 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Mathematical models KW - Lanes KW - Availability KW - Roadways KW - Boundaries KW - Algorithms KW - Horizontal KW - Visual UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1520951347?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+Record&rft.atitle=Algorithm+for+Analyzing+Horizontal+Sight+Distance+from+Lane+Centerline+Coordinates&rft.au=Azimi%2C+Mehdi%3BHawkins+Jr%2C+H+Gene&rft.aulast=Azimi&rft.aufirst=Mehdi&rft.date=2013-01-01&rft.volume=&rft.issue=2358&rft.spage=12&rft.isbn=9780309286749&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2358-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Number of references - 17 N1 - Last updated - 2014-06-30 DO - http://dx.doi.org/10.3141/2358-02 ER - TY - JOUR T1 - Comparing Public-Private Partnerships with Conventional Procurement: Incorporating Considerations from Benefit-Cost Analysis AN - 1520942285; 19317524 AB - Value for money (VfM) analyses have been used in evaluating various approaches to highway projects to help government officials determine whether a public-private partnership (PPP) is likely to be preferable for financial reasons to conventional approaches. VfM is a tool that focuses primarily on the financial impacts of procurement models from the perspective of the agency sponsoring a project. Nonfinancial impacts, such as benefits to users or nonusers of a facility, are not generally considered or are relegated to a qualitative evaluation. Benefit-cost analysis (BCA) has been used by public agencies in planning and project development phases to determine whether an investment is worth making. BCA is a more comprehensive tool than VfM that is capable of quantifying and monetizing nonfinancial impacts, such as benefits to users or nonusers that may accrue from earlier delivery of a project. This paper discusses how BCA considerations may be incorporated into a more analytically comprehensive approach to comparing PPPs with conventional procurement. The approach uses some results from VfM analysis and adds new items that are consistent with a BCA approach. The paper illustrates the approach with a hypothetical project. JF - Transportation Research Record AU - DeCorla-Souza, Patrick AU - Lee, Douglass AU - Timothy, Darren AU - Mayer, Jennifer AD - FHWA, U.S. Department of Transportation, 1200 New Jersey Avenue, SE, Washington, DC 20590 patrick.deCorla-souza@fhwa.dot.gov. Y1 - 2013 PY - 2013 DA - 2013 SP - 32 EP - 39 PB - Transportation Research Board VL - 2 IS - 2346 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Transportation KW - Phases KW - Procurement KW - Partnerships KW - Governments KW - Investment KW - Tools KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1520942285?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+Record&rft.atitle=Comparing+Public-Private+Partnerships+with+Conventional+Procurement%3A+Incorporating+Considerations+from+Benefit-Cost+Analysis&rft.au=DeCorla-Souza%2C+Patrick%3BLee%2C+Douglass%3BTimothy%2C+Darren%3BMayer%2C+Jennifer&rft.aulast=DeCorla-Souza&rft.aufirst=Patrick&rft.date=2013-01-01&rft.volume=2&rft.issue=2346&rft.spage=32&rft.isbn=9780309286848&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2346-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-05-01 N1 - Number of references - 12 N1 - Last updated - 2014-06-30 DO - http://dx.doi.org/10.3141/2346-04 ER - TY - JOUR T1 - Mapping surface and subsurface karst geohazards for highway projects; SR 71 South Knoxville Boulevard Extension, Knox County, Tennessee AN - 1510396480; 2014-020874 AB - The proposed extension of SR 71 (South Knoxville Boulevard) located in Knoxville, Tennessee necessitated a preliminary geologic evaluation of the corridor which was under consideration by the Tennessee Department of Transportation. A geohazards review disclosed the presence of extensive karst terrain located within the corridor being considered. A number of caves were also found during the investigation. The proposed routes within the study corridor were found to cross a series of very large multiple hectare (acre) sinkholes. In addition, a biological investigation of the route revealed the presence of a rare and endangered species of cave salamander called the Berry Cave Salamander. The geologic and geotechnical investigation resulted in the development of a surface karst map of the study corridor. Sinkholes and cave entrances were located and a generalized karst boundary was established. In addition, a survey map of the Meades Quarry Cave was made which provided supporting quantitative data in connecting surface sinkholes and the cave containing the endangered Berry Cave Salamander. A recommendation of the study was a dye tracing of the suspect sinkholes. If this highway project is constructed, then measures will be required to mitigate the effects of the highway run off in the karst terrain affecting the Berry Cave Salamander. JF - National Cave and Karst Research Institute (NCKRI) Symposium AU - Moore, Harry L Y1 - 2013 PY - 2013 DA - 2013 SP - 421 EP - 431 PB - National Cave and Karst Institute (NCKRI), Carlsbad, NM VL - 2 KW - United States KW - geologic hazards KW - site exploration KW - Middle Ordovician KW - caves KW - dye tracers KW - Appalachians KW - subsidence KW - mapping KW - karst KW - Ordovician KW - mitigation KW - sedimentary rocks KW - Holston Formation KW - conservation KW - Chickamauga Group KW - Tennessee KW - construction KW - Knox County Tennessee KW - Valley and Ridge Province KW - speleothems KW - North America KW - Lenoir Limestone KW - endangered species KW - Paleozoic KW - underground streams KW - Cruze Cave KW - sinkholes KW - runoff KW - natural hazards KW - risk assessment KW - carbonate rocks KW - solution features KW - roads KW - Meades Quarry Cave KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1510396480?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=National+Cave+and+Karst+Research+Institute+%28NCKRI%29+Symposium&rft.atitle=Mapping+surface+and+subsurface+karst+geohazards+for+highway+projects%3B+SR+71+South+Knoxville+Boulevard+Extension%2C+Knox+County%2C+Tennessee&rft.au=Moore%2C+Harry+L&rft.aulast=Moore&rft.aufirst=Harry&rft.date=2013-01-01&rft.volume=2&rft.issue=&rft.spage=421&rft.isbn=&rft.btitle=&rft.title=National+Cave+and+Karst+Research+Institute+%28NCKRI%29+Symposium&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - National Cave and Karst Research Institute symposium 2 N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. N1 - Date revised - 2014-01-01 N1 - Number of references - 6 N1 - PubXState - NM N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2014-03-27 N1 - CODEN - #07739 N1 - SubjectsTermNotLitGenreText - Appalachians; carbonate rocks; caves; Chickamauga Group; conservation; construction; Cruze Cave; dye tracers; endangered species; geologic hazards; Holston Formation; karst; Knox County Tennessee; Lenoir Limestone; mapping; Meades Quarry Cave; Middle Ordovician; mitigation; natural hazards; North America; Ordovician; Paleozoic; risk assessment; roads; runoff; sedimentary rocks; sinkholes; site exploration; solution features; speleothems; subsidence; Tennessee; underground streams; United States; Valley and Ridge Province ER - TY - JOUR T1 - Concrete Pavement Patching Challenges in Virginia AN - 1505343806; 19317531 AB - This paper highlights the challenges in developing practical concrete pavement patching specifications for the Virginia Department of Transportation (DOT). Several hypothetical scenarios were analyzed with HIPERPAV to provide a general idea about the sensitivity of the parameters that affect the performance of concrete patches. The study concluded that the use of a maturity meter in the Virginia DOT special provisions will allow a rapid decision to be made regarding early opening to traffic after concrete repairs and will eliminate the need for testing during construction. Specifying a compressive strength of 1,600 psi (11,030 kPa) for opening to traffic will not adversely affect the patch. Contractors can use HIPERPAV to compare various strategies including placement time and traffic opening time for a particular concrete mix. In general, at higher mix temperatures, the peak stress-to-strength ratio is consistently higher over longer times. It is important to control or minimize the base and subbase temperature before concrete is poured. Higher early cracking potential is associated with patch mixes with a lower water-cement ratio. The early cracking potential is higher in longer patches compared with shorter patches in spite of the similar strength gain requirements for opening to traffic. The risk of failure is low for a shorter patch when the traffic opening time is reduced. JF - Transportation Research Record AU - Elfino, Mohamed AU - Habib, Affan AU - Lundy, Larry AU - Haider, Syed AD - Virginia Department of Transportation, 1401 East Broad Street, Richmond, VA 23219, mohamed.elfino@vdot.virginia.gov. Y1 - 2013 PY - 2013 DA - 2013 SP - 52 EP - 60 PB - Transportation Research Board IS - 2347 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Sensitivity KW - Transportation KW - Contracts KW - Temperature KW - USA, Virginia KW - Maturity KW - Concrete KW - Traffic KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1505343806?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=Transportation+Research+Record&rft.atitle=Concrete+Pavement+Patching+Challenges+in+Virginia&rft.au=Elfino%2C+Mohamed%3BHabib%2C+Affan%3BLundy%2C+Larry%3BHaider%2C+Syed&rft.aulast=Elfino&rft.aufirst=Mohamed&rft.date=2013-01-01&rft.volume=&rft.issue=2347&rft.spage=52&rft.isbn=9780309263429&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2347-06 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-03-01 N1 - Number of references - 20 N1 - Last updated - 2015-03-20 N1 - SubjectsTermNotLitGenreText - Sensitivity; Transportation; Contracts; Temperature; Maturity; Concrete; Traffic; USA, Virginia DO - http://dx.doi.org/10.3141/2347-06 ER - TY - JOUR T1 - Application of Digital Image Cross Correlation to Study Sinkhole Collapse AN - 1500770223; 18653965 AB - This paper presents the results of a study using a transparent soil experimental technique and numerical modeling to detect 3D deformations resulting from submerged cavities that lead to a sinkhole. Excessive deformations from underground activity beneath highway pavements could lead to sinkhole collapse. The formation of a sinkhole is often sudden and can lead to extensive damage and loss of life, especially in urban areas. The use of transparent soils permitted the visualization of internal ground deformations which allowed for comprehensive evaluation of the extension of failure. A series of finite element analyses have also been carried out for the tests conditions. The observed sinkhole, at the surface, is found to be a small indicator of the final size and magnitude of the internal deformations as a subsequent funnel-shaped depression developed with a hole at the center. The modeling results emphasized the need to extend the repair zone following sinkhole collapse by a minimum distance that equals twice the cavity diameter away and ahead of the developed hole. Results of this study are believed to be of practical interest for predicting surface and internal ground deformations following sinkhole collapse which could be useful for the stability assessment of underground utilities and the development of a restoration plan after collapse occurred. The results also provided approximate bounds to areas affected by the sinkhole allowing for collapse risk to be assessed. JF - ISRN Soil Science AU - Ahmed, Mahmoud AD - Department of Transportation, Route 9A Project, Suite 1701, 115 Broadway, New York, NY 10006, USA, mahmoud.ahmed@dot.ny.gov Y1 - 2013/01// PY - 2013 DA - Jan 2013 PB - Hindawi Publishing Corporation, P.O. Box 3079 Cuyahoga Falls OH 44223 United States VL - 2013 KW - Environment Abstracts KW - Soil KW - Finite element method KW - Mathematical models KW - Depression KW - Highways KW - Utilities KW - Deformation KW - Urban areas KW - ENA 05:Environmental Design & Urban Ecology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1500770223?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=ISRN+Soil+Science&rft.atitle=Application+of+Digital+Image+Cross+Correlation+to+Study+Sinkhole+Collapse&rft.au=Ahmed%2C+Mahmoud&rft.aulast=Ahmed&rft.aufirst=Mahmoud&rft.date=2013-01-01&rft.volume=2013&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=ISRN+Soil+Science&rft.issn=2090-875X&rft_id=info:doi/10.1155%2F2013%2F478547 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-02-01 N1 - Last updated - 2014-05-15 N1 - SubjectsTermNotLitGenreText - Finite element method; Soil; Depression; Mathematical models; Highways; Utilities; Urban areas; Deformation DO - http://dx.doi.org/10.1155/2013/478547 ER - TY - JOUR T1 - Effects of Full-Facility Variable Tolling on Traveler Behavior Evidence from a Panel Study of the SR-520 Corridor in Seattle, Washington AN - 1475514242; 18797364 AB - Variable tolling was implemented on the SR-520 Bridge in the Seattle, Washington, region in 2011 as part of a federally funded initiative to reduce traffic congestion. R-520 tolls varied by time of day up to a maximum of $3.50 each way ($5 for nontransponder payments). A nearby parallel facility, Interstate 90, remained a toll-free alternative across Lake Washington. Tolling was accompanied by investments in public transit and traffic management technologies and by efforts to promote telecommuting. A two-stage panel survey approach was used to analyze the impacts of this tolling program on corridor users' daily travel choices. In each survey wave, more than 3, 000 respondents from roughly 2, 000 households completed a 2-day travel diary, with additional detail on trips in the Lake Washington corridor, plus a personal survey on general travel behavior and attitudes. Key survey findings included a marked decrease in respondents' travel in the corridor after tolling, particularly on SR-520, which experienced a 47% reduction in recorded trips, and significant diversion to 1-90. Shifts from SR-520 to 1-90 were most pronounced among men, those in lower-income households, and those with less workplace schedule flexibility. There were also increases in transit mode share in the corridor, while carpooling and telecommuting levels were relatively stable. In the posttolling survey, respondents registered an overall increase in satisfaction with their commutes and less stress associated with driving. Reported satisfaction with the speed and reliability of individual trips on SR-520 also increased substantially, and personal attitudes shifted slightly in favor of tolling. JF - Transportation Research Record AU - Peirce, Sean AU - Puckett, Sean AU - Petrella, Margaret AU - Minnice, Paul AU - Lappin, Jane AD - Volpe National Transportation Systems Center, RVT-21, 55 Broadway, Cambridge, MA 02142 sean.peirce@dot.gov Y1 - 2013 PY - 2013 DA - 2013 SP - 74 EP - 82 PB - Transportation Research Board VL - 1 IS - 2345 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Teleworking KW - Lakes KW - Households KW - Corridors KW - Traffic flow KW - Traffic engineering KW - Strontium KW - Panels UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1475514242?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+Record&rft.atitle=Effects+of+Full-Facility+Variable+Tolling+on+Traveler+Behavior+Evidence+from+a+Panel+Study+of+the+SR-520+Corridor+in+Seattle%2C+Washington&rft.au=Peirce%2C+Sean%3BPuckett%2C+Sean%3BPetrella%2C+Margaret%3BMinnice%2C+Paul%3BLappin%2C+Jane&rft.aulast=Peirce&rft.aufirst=Sean&rft.date=2013-01-01&rft.volume=1&rft.issue=2345&rft.spage=74&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2345-10 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-01-01 N1 - Number of references - 8 N1 - Last updated - 2014-06-02 DO - http://dx.doi.org/10.3141/2345-10 ER - TY - JOUR T1 - Inspection Technologies for Port Cargo Inspections Discrete-Event Simulation Modeling Approach AN - 1464556342; 18743302 AB - The quantity of cargo handled by U.S. ports has increased significantly in recent years. According to 2010 data, 2, 333.4 million short tons of cargo passed through U.S. ports in 1 year. All such cargo must be inspected by U.S. Customs and Border Protection officials in the most effective manner possible. Existing nonintrusive inspection (NII) technologies have significant strengths, but they also have weaknesses, such as a low detection rate and long inspection time. Newer and more advanced technologies can be used to inspect cargo with higher accuracy and less delay. Research was conducted to identify the most effective and efficient combination of NII technologies for inspection of cargo arriving at U.S. ports. A discrete-event simulation model was developed to simulate the cargo inspection procedure. The effectiveness and the efficiency of the various combinations were evaluated through simulation of the operations of combinations of NII technologies. This information was used to provide recommendations about the most effective and efficient combinations of NII technologies for detecting a wide range of contraband. The results of this research will help decision makers choose the appropriate NII technologies for inspecting cargo that enters U.S. ports. JF - Transportation Research Record AU - Qi, Yi AU - Salehi, Yasamin AU - Wang, Yubian AD - Department of Transportation Studies, Texas Southern University, 3100 Cleburne Avenue, Houston, TX 77004-9986 qiy@tsu.edu Y1 - 2013 PY - 2013 DA - 2013 SP - 80 EP - 86 PB - Transportation Research Board IS - 2330 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Borders KW - Transportation KW - Computer simulation KW - Cargo handling KW - Contraband KW - Delay KW - Inspection KW - Ports UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1464556342?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+Record&rft.atitle=Inspection+Technologies+for+Port+Cargo+Inspections+Discrete-Event+Simulation+Modeling+Approach&rft.au=Qi%2C+Yi%3BSalehi%2C+Yasamin%3BWang%2C+Yubian&rft.aulast=Qi&rft.aufirst=Yi&rft.date=2013-01-01&rft.volume=&rft.issue=2330&rft.spage=80&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2330-11 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-12-01 N1 - Number of references - 11 N1 - Last updated - 2014-06-02 DO - http://dx.doi.org/10.3141/2330-11 ER - TY - JOUR T1 - Development of a Motorways of the Sea Multicountry Transportation Network Methodology and Application in the Adriatic Sea AN - 1458547251; 18743293 AB - The continuous increase in freight transportation demand necessitates the promotion of nonroad mode alternatives. In this context, the motorways of the sea (MoS) initiative is intended to establish more efficient, frequent and high-quality maritime-based logistics services between countries. Although the benefits of MoS development, which include economic development, territorial cohesion, environmental protection and relief of road transportation congestion, are apparent, realization requires further investigation. A methodology was devised for the development of a MoS network that would connect several countries. The network would consist of market-attractive intermodal international corridors that would serve the freight demand of a multicountry region. Three main phases were proposed as part of the methodology: (a) the definition of zones, transportation network and trade characteristics of a study area that included several countries; (b) forecasts of freight flows; and (c) assignment of freight flows network and development of a MoS multicountry transportation network. The methodology was applied in the Adriatic region to develop a MoS network between six countries: Italy, Greece, Slovenia, Croatia, Albania and Montenegro. Interaction between the established MoS international corridors and their potential performance for freight attraction was analyzed. Interested stakeholders can use the proposed methodology to evaluate the establishment of new MoS links within the framework of a wider intermodal multicountry transportation network. JF - Transportation Research Record AU - Tsamboulas, Dimitrios AU - Lekka, Anna Maria AU - Rentziou, Aikaterini AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, 5 Iroon Polytechniou Street, Zografou Campus, Zografou, Athens GR-15773, Greece, dtsamb@central.ntua.gr Y1 - 2013 PY - 2013 DA - 2013 SP - 9 EP - 15 PB - Transportation Research Board IS - 2330 SN - 0361-1981, 0361-1981 KW - Environment Abstracts; Sustainability Science Abstracts KW - MED, Italy KW - Stakeholders KW - Trade KW - Economic development KW - MED, Croatia KW - Environmental protection KW - MED, Slovenia KW - MED, Greece KW - MED, Albania KW - Transportation KW - MED, Adriatic Sea KW - MED, Montenegro KW - M3 1010:Issues in Sustainable Development KW - ENA 12:Oceans & Estuaries UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1458547251?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+Research+Record&rft.atitle=Development+of+a+Motorways+of+the+Sea+Multicountry+Transportation+Network+Methodology+and+Application+in+the+Adriatic+Sea&rft.au=Tsamboulas%2C+Dimitrios%3BLekka%2C+Anna+Maria%3BRentziou%2C+Aikaterini&rft.aulast=Tsamboulas&rft.aufirst=Dimitrios&rft.date=2013-01-01&rft.volume=&rft.issue=2330&rft.spage=9&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2330-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-01 N1 - Number of references - 24 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Stakeholders; Transportation; Trade; Economic development; Environmental protection; MED, Greece; MED, Italy; MED, Albania; MED, Adriatic Sea; MED, Montenegro; MED, Croatia; MED, Slovenia DO - http://dx.doi.org/10.3141/2330-02 ER - TY - JOUR T1 - Exposing Minority Students to Careers in Transportation and Science, Technology! Engineering, and Mathematics Summer Education Programs AN - 1448709142; 18580940 AB - The aging of the American workforce will lead to shortages in skilled workers throughout the country in the near future. Minorities are already underrepresented in the transportation industry, and without immediate intervention the conditions will not improve. To address the anticipated shortfall in skilled minority labor, FHWA, in coordination with the South Carolina Department of Transportation and South Carolina State University, developed the Summer Transportation Institute. In the Texas Gulf Coast region, the Center for Transportation Training and Research at Texas Southern University has introduced the transportation industry to minority high school students while emphasizing the importance of science, technology, engineering, and mathematics skills in tomorrow's workplace through summer education programs for nearly 10 years. A study examines the core curriculum of those programs and discusses their potential applicability in other regions of Texas. JF - Transportation Research Record AU - Godazi, Khosro AU - Goodwin, Ronald AU - Qiao, Fengxiang AU - Miller, Alexander AD - Center for Transportation Training and Research, Department of Transportation Studies, Texas Southern University, 3100 Cleburne Avenue, Houston, TX 77004 Y1 - 2013 PY - 2013 DA - 2013 SP - 16 EP - 24 PB - Transportation Research Board IS - 2328 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Education KW - Transportation KW - Minorities KW - Shortages KW - Summer KW - Transportation industry KW - Students KW - Mathematical analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1448709142?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+Record&rft.atitle=Exposing+Minority+Students+to+Careers+in+Transportation+and+Science%2C+Technology%21+Engineering%2C+and+Mathematics+Summer+Education+Programs&rft.au=Godazi%2C+Khosro%3BGoodwin%2C+Ronald%3BQiao%2C+Fengxiang%3BMiller%2C+Alexander&rft.aulast=Godazi&rft.aufirst=Khosro&rft.date=2013-01-01&rft.volume=&rft.issue=2328&rft.spage=16&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2328-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-11-01 N1 - Number of references - 4 N1 - Last updated - 2014-06-02 DO - http://dx.doi.org/10.3141/2328-03 ER - TY - JOUR T1 - ENVIRONMENTAL IMPACTS IDENTIFICATION OF THE AMFIPOLIS MUNICIPAL DEVELOPMENT PLAN, REGION OF CENTRAL MACEDONIA AN - 1443380532; 18671102 AB - Planning is strongly related to sustainable development, while it entails a participative democratic political system, in order to be considered as an effective tool for the conservation of resources and pollution control. Environmental impacts of development plans' proposals may be assessed with the aid of Strategic Environmental Assessment, which was firstly introduced in Greek legislation in September 2006, as a result of the relevant European Union Directive 2001/42EC. In this paper, the strategic environmental impacts of the Amfipolis Municipality Development Plan are identified: for this reason, the crucial environmental parameters of the study area (ecologically sensitive areas, archaeological sites, cultural and economic activities) are refereed, proposals related to land-use zones are presented, and all future projects that may be constructed as a result of the planning study implementation, are identified. JF - Fresenius Environmental Bulletin AU - Oikonomou, E K AU - Guitonas, A AD - Department of Transportation and Hydraulic Engineering, Faculty of Rural & Surveying Engineering, Aristotle University of Thessaloniki, 54124 Thessaloniki, GREECE, eoikonom@topo.auth.gr Y1 - 2013///0, PY - 2013 DA - 0, 2013 SP - 2166 EP - 2173 PB - Parlar Scientific Publications, Angerstr 12 Freising 85354 Germany VL - 22 IS - 7b SN - 1018-4619, 1018-4619 KW - Pollution Abstracts; Sustainability Science Abstracts; Environment Abstracts KW - Culture KW - Macedonia, Former Yugoslav Republic KW - European Union KW - Politics KW - Environmental assessment KW - Economics KW - Environmental impact KW - Archaeological sites KW - Legislation KW - Pollution control KW - P 9000:ENVIRONMENTAL ACTION KW - ENA 09:Land Use & Planning KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1443380532?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=Fresenius+Environmental+Bulletin&rft.atitle=ENVIRONMENTAL+IMPACTS+IDENTIFICATION+OF+THE+AMFIPOLIS+MUNICIPAL+DEVELOPMENT+PLAN%2C+REGION+OF+CENTRAL+MACEDONIA&rft.au=Oikonomou%2C+E+K%3BGuitonas%2C+A&rft.aulast=Oikonomou&rft.aufirst=E&rft.date=2013-01-01&rft.volume=22&rft.issue=7b&rft.spage=2166&rft.isbn=&rft.btitle=&rft.title=Fresenius+Environmental+Bulletin&rft.issn=10184619&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-10-01 N1 - Last updated - 2016-03-17 N1 - SubjectsTermNotLitGenreText - Culture; European Union; Environmental assessment; Politics; Economics; Archaeological sites; Environmental impact; Legislation; Pollution control; Macedonia, Former Yugoslav Republic ER - TY - JOUR T1 - Investigation of Species Diversity and Dominant of Decapoda in the Intertidal Zone of Bushehr Rocky Shores AN - 1412505317; 18268200 AB - To study the population structure of Decapods in the Intertidal Zone of Bushehr Rocky shores, some random sample collection from four Rocky and rubble shores of Bushehr were done using a 50 x 50 quadrates sampling unit, in four successive seasons from autumn 2009 to summer 2010. Totally 8 species belonging to 5 family of Decapods were identified and counted. In the whole course of sample collection, the highest frequency rate belongs to Petrolisthes Rufescence species with 51%, pagurus sp. species with 22%, Metapograpsus maculates with 7%, pilimnus sp. with 6.5%, Alpheus lobidens shrimp with 3% and other species with 10.5% ranked next. The results show a drop in frequency and diversity in cold seasons and the most important factor of those changes is temperature changes. Place frequency of Decapods showed that in sites of Lian and Holeileh (C & D Stations) diversity of Decapods is more due to less pollution, less accessibility, and vast and complex bed. JF - International Journal of Environmental Research AU - Jahanpanah, M AU - Savari, A AD - Marine Environment expert, Port and Maritime Administration of Khoramshahr, Khoramshahr, Iran, masumejahanpanah@yahoo.com Y1 - 2013///0, PY - 2013 DA - 0, 2013 SP - 885 EP - 894 VL - 7 IS - 3 SN - 1735-6865, 1735-6865 KW - Pollution Abstracts; Environment Abstracts; Sustainability Science Abstracts; Water Resources Abstracts; Aqualine Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; ASFA 3: Aquatic Pollution & Environmental Quality KW - Shrimp KW - Rocky shores KW - Iran, Bushehr KW - Fluid Drops KW - Shores KW - Species Diversity KW - Summer KW - Petrolisthes KW - Sampling KW - Zones KW - Alpheus KW - Decapoda KW - Temperature KW - Cold season KW - Intertidal environment KW - Dominant species KW - Pagurus KW - Species diversity KW - Population structure KW - Pollution control KW - Q2 09262:Methods and instruments KW - SW 5040:Data acquisition KW - P 9999:GENERAL POLLUTION KW - ENA 09:Land Use & Planning KW - M3 1010:Issues in Sustainable Development KW - AQ 00008:Effects of Pollution KW - Q5 08502:Methods and instruments UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1412505317?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Environmental+Research&rft.atitle=Investigation+of+Species+Diversity+and+Dominant+of+Decapoda+in+the+Intertidal+Zone+of+Bushehr+Rocky+Shores&rft.au=Jahanpanah%2C+M%3BSavari%2C+A&rft.aulast=Jahanpanah&rft.aufirst=M&rft.date=2013-01-01&rft.volume=7&rft.issue=3&rft.spage=885&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Environmental+Research&rft.issn=17356865&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-07-01 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Dominant species; Rocky shores; Population structure; Cold season; Intertidal environment; Species diversity; Temperature; Shores; Summer; Pollution control; Shrimp; Fluid Drops; Species Diversity; Sampling; Zones; Alpheus; Decapoda; Pagurus; Petrolisthes; Iran, Bushehr ER - TY - JOUR T1 - Connected Vehicles-Infrastructure AN - 1283339243 AB - Another study, Investigating Advanced Traffic Signal Control, focuses on providing comprehensive real-time information on the movement of vehicles throughout the entire road network, leading to a transformational change in how traffic is controlled and addressing the significant problem of congestion along arterial routes. FHWA also launched a study of vehicle-highway automation research and development activities outside the United States as an initial-stage international scan, conducted by the California PATH program and Cambridge Systematics, Inc. The purpose is to summarize the current state of cooperative vehicle-highway automation systems in Europe and Asia, and help inform decisions about future related activities in the United States. JF - Public Roads AU - Ellis, Zachary, FHWA Y1 - 2013///Jan/Feb PY - 2013 DA - Jan/Feb 2013 SP - 4 EP - 5 CY - Washington PB - Superintendent of Documents VL - 76 IS - 4 SN - 00333735 KW - Housing And Urban Planning KW - Studies KW - Automation KW - Vehicles KW - Traffic flow KW - Roads & highways UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1283339243?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%3Asciencejournals&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=unknown&rft.jtitle=Public+Roads&rft.atitle=Connected+Vehicles-Infrastructure&rft.au=Ellis%2C+Zachary%2C+FHWA&rft.aulast=Ellis&rft.aufirst=Zachary&rft.date=2013-01-01&rft.volume=76&rft.issue=4&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Public+Roads&rft.issn=00333735&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Copyright - Copyright Superintendent of Documents Jan/Feb 2013 N1 - Document feature - Photographs N1 - Last updated - 2013-02-06 N1 - CODEN - PUROAQ ER - TY - JOUR T1 - Expanding a system of systems model with the Schelling segregation model AN - 1282831704; 4395589 AB - The Schelling segregation model is a well-established representation of social issues in a neighbourhood. On the basis of the systems approach, a model of system of systems (SoS) that is validated through comparison with the Schelling model and applies to more neighbourhoods is proposed. The systems model of an SoS empirically demonstrates the potential for conflict to arise as the autonomy of systems within a geographically distributed SoS increases. The results may contribute to future international policy as well as ecological management. Copyright John Wiley & Sons. Reproduced with permission. An electronic version of this article is available online at http://www.interscience.wiley.com JF - Systems research and behavioral science AU - Baldwin, W Clifton AU - Boardman, John T AU - Sauser, Brian J AD - Federal Aviation Administration William J. Hughes Technical Center, U.S.A. ; Stevens Institute of Technology ; University of North Texas Y1 - 2013/01// PY - 2013 DA - Jan 2013 SP - 65 EP - 75 VL - 30 IS - 1 SN - 1092-7026, 1092-7026 KW - Sociology KW - Comparative analysis KW - Segregation KW - Validity KW - Social systems KW - Neighbourhoods KW - Empirical research KW - Conflict KW - Systems analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1282831704?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=Systems+research+and+behavioral+science&rft.atitle=Expanding+a+system+of+systems+model+with+the+Schelling+segregation+model&rft.au=Baldwin%2C+W+Clifton%3BBoardman%2C+John+T%3BSauser%2C+Brian+J&rft.aulast=Baldwin&rft.aufirst=W&rft.date=2013-01-01&rft.volume=30&rft.issue=1&rft.spage=65&rft.isbn=&rft.btitle=&rft.title=Systems+research+and+behavioral+science&rft.issn=10927026&rft_id=info:doi/10.1002%2Fsres.2115 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 11441 11814; 8607; 12474 971; 11942; 13230 2688 2449 10404; 2630 971; 4200 10902; 2698 DO - http://dx.doi.org/10.1002/sres.2115 ER - TY - RPRT T1 - I-64 HAMPTON ROADS BRIDGE-TUNNEL, FROM I-664 IN THE CITY OF HAMPTON TO I-564 IN THE CITY OF NORFOLK, VIRGINIA. AN - 1325327358; 15582 AB - PURPOSE: Transportation improvements along Interstate 64 (I-64), including the Hampton Roads Bridge-Tunnel (HRBT), in the Cities of Hampton and Norfolk, Virginia are proposed. The study area extends 12 miles along I-64 from the I-664 interchange in Hampton to the I-564 interchange in Norfolk. The 3.5-mile HRBT connects the Peninsula (Hampton) to the Southside (Norfolk) by spanning Hampton Roads, the confluence of the James River, Nansemond River, and Elizabeth River. The structure is composed of the 0.6-mile western approach bridges, 1.4-mile-long tunnels, and 1.2-mile eastern approach bridges with 0.15-mile portal islands at the transitions between the bridges and the tunnels. I-64 and the HRBT provide a critical link in the regional transportation network of the Hampton Roads region, serving multiple travel purposes including commuting, tourism, military mobility, freight movement, and hurricane evacuation. Traffic volumes on some sections of I-64 routinely exceed capacity during peak hours and several elements of the existing facilities are geometrically deficient. This draft EIS considers a No Build Alternative and three alternatives carried forward for detailed evaluation. Under the No-Build Alternative, I-64 would remain predominantly three lanes per direction within the Hampton section and two lanes per direction within the Norfolk section, including the I-64 bridges across Willoughby Bay. The HRBT would continue with current operations. The Build-8 Alternative would provide four mainline lanes in each direction of I-64 throughout the study area. One lane of widening in each direction would be required through the Hampton section and two lanes would need to be added in each direction through the Norfolk section. The total pavement width of the mainline would be 150 feet. Through the Willoughby Spit, widening would occur on the south side of the existing roadway only. The eastbound approach bridge would be modified to carry two westbound lanes, and a new four-lane bridge would be constructed 200 feet to the west of the existing bridges to carry the eastbound lanes. A new four-lane tunnel would be constructed 200 feet west of the existing tunnel. The Build-8 Managed Alternative would be similar to the Build-8 Alternative, providing four continuous mainline lanes in each direction of I-64 with a new bridge structure and tunnel. However, some or all of the travel lanes would be managed using tolls and/or vehicle occupancy restrictions. The typical section also would include a four-foot buffer separation between the general purpose lanes and any managed lanes, resulting in a total mainline pavement width of 160 feet. The managed lanes would tie to the high occupancy vehicle lanes on I-64 on both ends of the study area. The Build-10 Alternative would provide five continuous mainline lanes in each direction of I-64 throughout the study area. Both directions of I-64 would be widened by two lanes throughout the Hampton section and by three lanes in the Norfolk section. The total width of the mainline pavement would be 170 feet. The approach bridges and tunnel would be similar to the Build-8 Alternative; however, the new bridge-tunnel would include one westbound lane and five eastbound lanes for the bridge and the tunnel. POSITIVE IMPACTS: The proposed improvements would address inadequate capacity and geometric deficiencies of the existing facilities of I-64 and the HRBT in the study corridor. NEGATIVE IMPACTS: Construction would impact 52 to 53 acres of wetlands, 18,200 to 18,500 linear feet of stream channel, 419 to 439 acres of floodplains, 345 to 360 acres of fish habitat, 290 to 312 acres of terrestrial habitat, and 536 to 560 acres of Chesapeake Bay resource protection areas. Expanded ROW would impact 11 community facilities, 14 parks and recreational facilities, 13 historic architectural resources, up to 16 archeological resources, and two environmental justice populations. Sixteen to 17 business and 261 to 315 residential relocations would be required. Traffic noise would impact 1,017 to 1,019 sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120387, Draft EIS--284 pages, Appendices--2,744 pages, December 21, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Bridges KW - Community Facilities KW - Creeks KW - Cultural Resources KW - Cultural Resources Assessments KW - Environmental Justice KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Hampton Roads KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1325327358?accountid=14244 L2 - http://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=2012-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-64+HAMPTON+ROADS+BRIDGE-TUNNEL%2C+FROM+I-664+IN+THE+CITY+OF+HAMPTON+TO+I-564+IN+THE+CITY+OF+NORFOLK%2C+VIRGINIA.&rft.title=I-64+HAMPTON+ROADS+BRIDGE-TUNNEL%2C+FROM+I-664+IN+THE+CITY+OF+HAMPTON+TO+I-564+IN+THE+CITY+OF+NORFOLK%2C+VIRGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Richmond, Virginia; DOT N1 - Date revised - 2013-04-01 N1 - SuppNotes - Draft. Preparation date: December 21, 2012 N1 - Last updated - 2013-04-11 ER - TY - RPRT T1 - CENTRAL CORRIDOR LIGHT RAIL TRANSIT PROJECT, CONSTRUCTION-RELATED POTENTIAL IMPACTS ON BUSINESS REVENUE, BETWEEN DOWNTOWN MINNEAPOLIS AND DOWNTOWN ST. PAUL, MINNESOTA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 2009). AN - 1325327329; 15577 AB - PURPOSE: The construction-related impacts of the Central Corridor Light Rail Transit (LRT) Project along University Avenue between the downtown areas of St. Paul and Minneapolis, Minnesota are analyzed. The Central Corridor serves the heart of the Twin Cities metropolitan area and connects some of the largest traffic generators in the cities. Since 1981, the Central Corridor has been a priority focus for bus transit services and capital transportation investment. On January 26, 2011, the U.S. District Court for the District of Minnesota held that the final EIS prepared for the project in June 2009 was deficient in its analysis of effects to business revenue as an adverse impact of construction of the Central Corridor LRT. This draft supplemental EIS examines construction-related impacts on the revenues of businesses along the Central Corridor alignment by drawing on a collection of studies and surveys carried out by local business associations, the Central Corridor Project Office, researchers at the University of Minnesota, and researchers at the Wilder Foundation. Data from the Business Support Fund, a construction mitigation loan program administered by the City of Saint Paul, provide a quantitative analysis of the effects of construction on a subset of corridor businesses revenues. The potential construction-related effects associated with each of the four alternatives considered in the 2006 draft EIS are discussed. The No Build and Baseline Alternatives would not involve construction, and therefore, no construction-related impacts on business revenue would occur. The Bus Rapid Transit and LRT alternatives would have similar construction-related impacts. Based on data from the Business Support Fund, retail businesses experience between a 25 to 30 percent average monthly loss in revenues during construction. However, a final business mitigation program, currently in place and part of the selected LRT Alternative, includes $15.7 million dollars of assistance for businesses in the Central Corridor. POSITIVE IMPACTS: Construction contract incentives, project communication, parking assistance, business assistance programs, and additional amenities and improved aesthetics in the corridor would mitigate impacts to businesses. NEGATIVE IMPACTS: Major impacts expected and experienced by local businesses during construction include the ability of customers to navigate streets and sidewalks, and a reduction in automobile traffic during construction. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the final EIS, see 09-0307F, Volume 33, Number 3. JF - EPA number: 120382, Draft Supplemental EIS--120 pages, Appendices--712 pages, December 14, 2012 PY - 2012 KW - Roads and Railroads KW - Central Business Districts KW - Economic Assessments KW - Motor Vehicles KW - Parking KW - Rapid Transit Systems KW - Transportation KW - Minnesota KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1325327329?accountid=14244 L2 - http://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=2012-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+CORRIDOR+LIGHT+RAIL+TRANSIT+PROJECT%2C+CONSTRUCTION-RELATED+POTENTIAL+IMPACTS+ON+BUSINESS+REVENUE%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2009%29.&rft.title=CENTRAL+CORRIDOR+LIGHT+RAIL+TRANSIT+PROJECT%2C+CONSTRUCTION-RELATED+POTENTIAL+IMPACTS+ON+BUSINESS+REVENUE%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+2009%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2013-04-01 N1 - SuppNotes - Draft. Preparation date: December 14, 2012 N1 - Last updated - 2013-04-11 ER - TY - RPRT T1 - RED LINE CORRIDOR TRANSIT STUDY, BALTIMORE, MARYLAND. AN - 1325327307; 15581 AB - PURPOSE: The construction and operation of a 14.1-mile light rail transit (LRT) system in Baltimore County and Baltimore City, Maryland is proposed. The Red Line study corridor extends from western Baltimore County at the Centers for Medicare and Medicaid Services in Woodlawn through the downtown business district to eastern Baltimore City. The existing transportation infrastructure is not adequate to support expected new development in the corridor. A No-Build Alternative and the preferred LRT Alternative are evaluated in this final EIS. Three miles of the preferred alternative would be in Baltimore County following this general alignment: adjacent to the south side of Security Boulevard; on an aerial structure over Interstate 695 (I-695); adjacent to existing parking lots at the Social Security Administration and along the north side of the I-70 ramp to I-695; on existing excess pavement of westbound I-70; and on a new alignment across the southwest quadrant of the existing interchange at the end of I-70. The Red Line would enter a tunnel on the northwest side of the intersection of Cooks Lane/Forest Park Avenue/Security Boulevard. The 1.3-mile Cooks Lane Tunnel would be centered underneath Cooks Lane to Coleherne Avenue curving left towards Edmondson Avenue to a portal in the median of Edmondson Avenue west of Swann Avenue. The Red Line would continue for 3.3 miles in the median of US 40 along Edmondson Avenue/Franklin Street/US 40 lower level roadway right-of-way (ROW). The Red Line would enter the Downtown Tunnel alignment within the median of US 40 immediately west of North Schroeder Street bridge and continue in a tunnel alignment underneath Fremont Avenue, Lombard Street, President Street, Fleet Street and Boston Street for 3.4 miles to a portal in the median of Boston Street east of the intersection with Montford Avenue/Hudson Street. The Red Line would continue the remainder of the 3.2 miles of the project along the median of Boston Street; transitioning on new ROW to the west side of Haven Street continuing north across Haven Street into Norfolk Southern (NS) railroad ROW; continuing north over Eastern Avenue ascending and turning east onto a new aerial structure over the NS railroad, CSX railroad, and local city streets to the Johns Hopkins Bayview Medical Center campus; traversing the campus on a future Cassell Drive, Alpha Commons Boulevard, and Bayview Boulevard; the alignment continues north and east adjacent to I-895 terminating at the Bayview MARC Station. The preferred alternative would include 14 surface and five underground stations, five park-and-ride facilities, and an operations and maintenance facility (OMF) located along the south side of US 40/Franklin Street centered on Calverton Road between Franklintown Road and Warwick Avenue. Capital cost of the LRT Alternative is estimated in year-of-expenditure dollars at $2.575 billion based on a schedule that has the Red Line opening in 2021. POSITIVE IMPACTS: An LRT line with a fixed transitway and dedicated ROW would provide faster and more reliable service than current bus service. The preferred alternative would provide more direct transit access from residential neighborhoods to employment and commercial centers in Baltimore City and in Baltimore County. NEGATIVE IMPACTS: Construction would remove 34.8 acres of forest and 1,941 linear feet of aquatic stream habitat. Small amounts of wetlands and floodplain would be impacted. Implementation would require 169 partial property acquisitions, mostly within the US 40 segment, where narrow strips of ROW acquisition from 97 residential properties would be required. Total property acquisitions (23 parcels) would displace 13 businesses, three industrial sites, one institution, and six governmental sites. Five historic properties would be adversely impacted. Permanent on-street parking losses would be greatest along portions of Edmondson Avenue and Boston Street. Noise exposure levels are predicted to exceed moderate impact criteria at 96 residences. Business relocations, partial residential property acquisitions, parking losses, and noise and vibration impacts would affect minority group members and economically disadvantaged populations, but these populations would also benefit from the project. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0468D, Volume 32, Number 4. JF - EPA number: 120386, Volume 1--994 pages, Volume 2--174 pages, Responses to Comments and Technical Reports--DVD, December 14, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Community Facilities KW - Forests KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Tunnels (Railroads) KW - Urban Development KW - Urban Renewal KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding 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/1325327307?accountid=14244 L2 - http://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=2012-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RED+LINE+CORRIDOR+TRANSIT+STUDY%2C+BALTIMORE%2C+MARYLAND.&rft.title=RED+LINE+CORRIDOR+TRANSIT+STUDY%2C+BALTIMORE%2C+MARYLAND.&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 - 2013-04-01 N1 - SuppNotes - Final. Preparation date: December 14, 2012 N1 - Last updated - 2013-04-11 ER - TY - RPRT T1 - US 301 (STATE ROAD 200) FROM COUNTY ROAD 227 TO COUNTY ROAD 233, BRADFORD COUNTY, FLORIDA. AN - 1323793796; 15570 AB - PURPOSE: Transportation improvements on U.S. 301 (State Road 200), from County Road 227 (CR 227) to CR 233, in Bradford County, Florida are proposed. This segment of U.S. 301 extends 7.3 miles in a northeast/southwest direction through the City of Starke. The current facility is a four-lane rural arterial outside of the city limits and a four-lane urban arterial inside the city limits. Within the urban section the road varies from divided to undivided in the center of the city. There are numerous driveways and developed land uses along the entire urban section and much of the rural sections. U.S. 301 is identified as a principal arterial roadway in the National Highway System and provides access to Interstate 75 (I-75), I-10, and I-95, the airports and seaports in Jacksonville, and the CSX intermodal centers. A high percentage of trucks and through traffic traverses the project area because of this connectivity. The alternatives under consideration in this draft EIS include a No Build Alternative and two build alternatives. The urban alternative would widen the existing road, require additional right-of-way (ROW), and have a design speed of 50 miles per hour (mph). The six-lane controlled access arterial roadway would be centered on the existing alignment of U.S. 301 for much of the project length. The alignment would vary only in locations where the existing curvature will not meet design speed standards or where land use constraints require shifting of the alignment to allow for a reduction of impacts. Within the downtown area of Starke, a segment of the roadway would be widened to include an auxiliary lane as a continuous right-turn lane. The urban alternative would include construction of a CSX railroad overpass. The locally preferred rural alternative (Starke Bypass) would involve construction of a four-lane limited access freeway facility on the west side of Starke. The rural alignment begins on existing U.S. 301 approximately 0.75 miles south of the city limits at Prevatt Creek, and continues on new location west of the existing route for a distance of seven miles, returning and ending on existing U.S. 301 2.2 miles north of town at Morgan Road (CR 233). Overpasses would be constructed over CR 100A, the CSX railroad and CR 229. Grade separated interchanges would be constructed to provide access at SR 100 and SR 16. The Bypass would have a design speed of 70 mph. Total project costs for the urban and rural alternatives are estimated in 2011 dollars at $232.3 million and $201.7 million, respectively. POSITIVE IMPACTS: The proposed project would relieve congestion, provide additional capacity for future traffic growth, and improve safety. NEGATIVE IMPACTS: Construction impacts would include air, noise, and localized storm water runoff. Long-term, operational impacts may include increased air pollution and noise in the immediate vicinity of the build alternatives. The urban and rural alternatives would cross floodplains and impact 4.5 acres and 81 acres of jurisdictional wetlands, respectively. New ROW for the urban alternative would displace nine residences and 60 businesses, and directly affect at least one historic structure. The rural alternative would displace 26 residences and two businesses. Special considerations would be made for two historic cemeteries located along the rural alignment. Noise levels are expected to approach or exceed noise abatement criteria, or substantially increase, at 131 noise sensitive sites with the urban alternative, and at 15 noise sensitive sites with the rural alternative. Thirty-six potential contamination sites may be impacted by the rural alternative, and 139 potential contamination sites may be impacted by the urban alternative. 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: 120375, 534 pages, December 7, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-12-01-D KW - Cemeteries KW - Central Business Districts KW - Creeks KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Roads KW - Transportation KW - Wetlands KW - Florida 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/1323793796?accountid=14244 L2 - http://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=2012-12-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+301+%28STATE+ROAD+200%29+FROM+COUNTY+ROAD+227+TO+COUNTY+ROAD+233%2C+BRADFORD+COUNTY%2C+FLORIDA.&rft.title=US+301+%28STATE+ROAD+200%29+FROM+COUNTY+ROAD+227+TO+COUNTY+ROAD+233%2C+BRADFORD+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT N1 - Date revised - 2013-04-01 N1 - SuppNotes - Draft. Preparation date: December 7, 2012 N1 - Last updated - 2013-04-05 ER - TY - JOUR T1 - Comparisons of GNSS and leveling-derived orthometric heights using geographic information system software AN - 1623265562; 2014-090507 AB - We make comparisons between GNSS- and leveling-derived orthometric heights along a 31-km long leveling line of NAVD 88 benchmarks located on the Palos Verdes Peninsula, southern California. Our study makes comparisons using both the GEOID09 and GEOID12 models and note improvements using the newer model. The Palos Verdes Peninsula is located 40 km southeast of downtown Los Angeles. Geodetic leveling observations span 16 years over three epochs: 1978, 1989, and 1994. GNSS observations span 20 years over five epochs: 1992, 1994, 1997, 2011, and 2012. Comparisons between GNSS-derived and leveled orthometric heights indicate a systematic trend reaching a maximum of about +8 cm along the western flank of the Palos Verdes Peninsula. The greatest improvements between the GEOID09 and GEOID12 models are shown on the southern portion of the peninsula between San Pedro and Point Vicente. Based upon new-minus-old comparisons of the GNSS and leveling observations, these differences cannot be attributed to either leveling or GNSS errors. We examine whether these differences may be attributable to steep gravity gradients in this region of the Peninsula. Our analysis of these results makes use of commercial-off-the-shelf (COTS) geographic information system (GIS) software. The analysis takes into account subsidence and rebound effects due to fluid extraction (petroleum and water), water injection, landslide prone areas, and faulting. JF - American Geophysical Union Fall Meeting AU - Kelly, K M AU - Satalich, J AU - Anonymous Y1 - 2012/12// PY - 2012 DA - December 2012 SP - Abstract G13A EP - 0940 PB - American Geophysical Union, Washington, DC VL - 2012 KW - 15:Miscellaneous UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1623265562?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=American+Geophysical+Union+Fall+Meeting&rft.atitle=Comparisons+of+GNSS+and+leveling-derived+orthometric+heights+using+geographic+information+system+software&rft.au=Kelly%2C+K+M%3BSatalich%2C+J%3BAnonymous&rft.aulast=Kelly&rft.aufirst=K&rft.date=2012-12-01&rft.volume=2012&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=American+Geophysical+Union+Fall+Meeting&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - American Geophysical Union 2012 fall meeting N1 - Copyright - GeoRef, Copyright 2014, American Geosciences Institute. Reference includes data supplied by, and/or abstract, Copyright, American Geophysical Union, Washington, DC, United States N1 - Date revised - 2014-01-01 N1 - PubXState - DC N1 - Last updated - 2014-11-13 N1 - CODEN - #07548 ER - TY - JOUR T1 - Acoustic Emission Method for Real-Time Detection of Steel Fatigue Crack in Eyebar AN - 1349467722; 17907706 AB - After the discovery of a significant crack in an eyebar (fracture-critical element) on the San Francisco-Oakland Bay Bridge in California, the California Department of Transportation (Caltrans) explored possible remote monitor solutions to provide the greatest possible safeguards for the some 200,000 vehicles that used the bridge daily. Caltrans selected an acoustic emission (AE) monitoring system that allowed the detection and localization of crack initiation and growth in real time. The AE method relies on the propagation of elastic waves released by a sudden stress-strain change at the crack tip. The challenge of the AE method in a field application is the disturbance of the data by extraneous noise sources. A robust damage detection algorithm is required to differentiate relevant damage data from secondary noise sources, such as friction. Caltrans required that the proposed monitoring solution be validated through laboratory testing. This paper presents the full-scale laboratory testing of two eyebars loaded under constant amplitude fatigue to detect and locate crack growth under intense friction-type noise sources with use of the AE method. Verification is presented of AE results with ultrasonics testing, dye penetrant, and visual methods to detect damage. Linear location accuracy with simulated signal sources is discussed. The pattern recognition algorithm to differentiate noise signals and crack growth signals is presented. On the basis of this study, the AE method will be used to continuously monitor 384 eyebars with 640 AE sensors on the San Francisco-Oakland Bay Bridge. JF - Transportation Research Record AU - Johnson, Michael B AU - Ozevin, Didem AU - Washer, Glenn A AU - Ono, Kanji AU - Gostautas, Richard S AU - Tamutus, Terry A AD - California Department of Transportation, P.O. Box 942873, Sacramento, CA 94273-0001 Y1 - 2012/12// PY - 2012 DA - Dec 2012 SP - 72 EP - 79 PB - Transportation Research Board IS - 2313 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Damage KW - Fatigue failure KW - Noise KW - Algorithms KW - Crack propagation KW - Position (location) KW - Monitors UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1349467722?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+Record&rft.atitle=Acoustic+Emission+Method+for+Real-Time+Detection+of+Steel+Fatigue+Crack+in+Eyebar&rft.au=Johnson%2C+Michael+B%3BOzevin%2C+Didem%3BWasher%2C+Glenn+A%3BOno%2C+Kanji%3BGostautas%2C+Richard+S%3BTamutus%2C+Terry+A&rft.aulast=Johnson&rft.aufirst=Michael&rft.date=2012-12-01&rft.volume=&rft.issue=2313&rft.spage=72&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2313-08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Number of references - 10 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2313-08 ER - TY - JOUR T1 - Evaluating bicycle-transit users' perceptions of intermodal inconvenience AN - 1349426270; 17401406 AB - Bicycles and transit systems are considered to be the pinnacle of green transportation. The combined use of the two could provide a competitive alternative for an integrated, green, and seamless service, yet relatively few studies have investigated the multimodal integration problems of the entire service chain from the perspective of users. Users' perceived inconvenience during travel can be regarded as a latent construct that describes an unobservable and immeasurable characteristic. Nevertheless, the traditional Likert method in an ordinal scale causes a misleading statistical inference. The Rasch model eliminates such bias generated by an ordinal scale through a logistic linear transformation, and it compares person parameters with item parameters, which are then subjected to a logarithmic transformation along a logit scale to clearly identify which service items' inconvenience cannot be easily overcome by certain users. This empirical study demonstrates that perceived inconveniences differ based on the users' sex, riding frequency, trip purpose, and environmental awareness. The differential item functioning analysis that was adopted in this study can identify the critical factors leading to the differences in perceived inconvenience. Our empirical results suggest that a male cyclist who is a commuter with a high monthly riding frequency and who is environmentally conscious has a better ability than their counterpart to overcome perceived inconveniences during travel using a bicycle-transit service. To effectively mitigate users' perceived inconvenience, the Rasch analytical results suggest that the improvement of the intra-transit system factors in the short term and the improvement of external environmental factors in the long term will be successful. The information herein proves useful for transportation planners and policy makers when considering the special travel needs of certain groups to create a user-friendly bicycle-transit travel environment that promotes its usage. JF - Transportation Research, Part A AU - Cheng, Yung-Hsiang AU - Liu, Kuo-Chu AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1, University Road, Tainan City 701, Taiwan, ROC, yhcheng@mail.ncku.edu.tw Y1 - 2012/12// PY - 2012 DA - Dec 2012 SP - 1690 EP - 1706 PB - Elsevier B.V., 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 United States VL - 46 IS - 10 SN - 0965-8564, 0965-8564 KW - Environment Abstracts KW - Bicycle-transit KW - Perceived inconvenience KW - Rasch model KW - Travel KW - Transportation KW - Bicycles KW - Perception KW - Environmental awareness KW - Environmental factors KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1349426270?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+A&rft.atitle=Evaluating+bicycle-transit+users%27+perceptions+of+intermodal+inconvenience&rft.au=Cheng%2C+Yung-Hsiang%3BLiu%2C+Kuo-Chu&rft.aulast=Cheng&rft.aufirst=Yung-Hsiang&rft.date=2012-12-01&rft.volume=46&rft.issue=10&rft.spage=1690&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+A&rft.issn=09658564&rft_id=info:doi/10.1016%2Fj.tra.2012.10.013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2014-02-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Travel; Bicycles; Transportation; Perception; Environmental awareness; Environmental factors DO - http://dx.doi.org/10.1016/j.tra.2012.10.013 ER - TY - JOUR T1 - Comparison of Crash Test and Simulation Results for Impact of Silverado Pickup into New Jersey Barrier Under Manual for Assessing Safety Hardware AN - 1323235302; 17755809 AB - The National Crash Analysis Center (NCAC) at the George Washington University simulated the crash of a 2,270-kg Chevrolet Silverado pickup truck into a standard 32-in. New Jersey shape concrete barrier under the requirements of Test 3-11 of the Manual for Assessing Safety Hardware (MASH). The new, detailed finite element (FE) model for the Chevrolet Silverado was used as the surrogate for the MASH 2270P test vehicle. An FE model of the New Jersey barrier was drawn from the array of NCAC hardware models. The primary objective of this analysis was to simulate the crash test conducted to evaluate how this commonly used, NCHRP 350-approved device would perform under the more rigorous MASH crashworthiness criteria. A secondary objective was to use newly developed verification and validation (V&V) procedures to compare the results of the detailed simulation with the results of crash tests undertaken as part of another project. The crash simulation was successfully executed with the detailed Silverado FE model and NCAC models of the New Jersey concrete barrier. Traditional comparisons of the simulation results and the data derived from the crash test suggested that the modeling provided viable results. Further comparisons employing the V&V procedures provided a structured assessment across multiple factors reflected in the phenomena importance ranking table. Statistical measures of the accuracy of the test in comparison with simulation results provided a more robust validation than previous approaches. These comparisons further confirmed that the model was able to replicate impacts with a 2270P vehicle, as required by MASH. JF - Transportation Research Record AU - Marzougui, Dhafer AU - Kan, Cing-Dao AU - Opiela, Kenneth S AD - National Crash Analysis Center, George Washington University, 45085 University Drive, Ashburn, VA 20147, Kenneth.opiela@dot.gov Y1 - 2012/12// PY - 2012 DA - Dec 2012 SP - 114 EP - 126 PB - Transportation Research Board IS - 2309 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Finite element method KW - USA, Washington KW - Transportation KW - USA, New Jersey KW - Simulation KW - Trucks KW - Crashworthiness KW - Concrete KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1323235302?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=Transportation+Research+Record&rft.atitle=Comparison+of+Crash+Test+and+Simulation+Results+for+Impact+of+Silverado+Pickup+into+New+Jersey+Barrier+Under+Manual+for+Assessing+Safety+Hardware&rft.au=Marzougui%2C+Dhafer%3BKan%2C+Cing-Dao%3BOpiela%2C+Kenneth+S&rft.aulast=Marzougui&rft.aufirst=Dhafer&rft.date=2012-12-01&rft.volume=&rft.issue=2309&rft.spage=114&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2309-12 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-04-01 N1 - Number of references - 11 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Finite element method; Transportation; Simulation; Trucks; Crashworthiness; Concrete; USA, Washington; USA, New Jersey DO - http://dx.doi.org/10.3141/2309-12 ER - TY - JOUR T1 - Louis H. Bauer and the Origins of Civil Aviation Medicine AN - 1272730398; 17565925 AB - With the passage of the Air Commerce Act in May 1926, civil aviation safety became a federal responsibility under the Department of Commerce (DoC). In November of that year, Louis Hopewell Bauer (1888-1964) became the DoC's first Aviation Medical Director. After earning his medical degree at the Harvard School of Medicine in 1912, Bauer joined the U.S. Army Medical Corps, where he helped develop the role of the military flight surgeon and then served as director of the Army's School of Aviation Medicine. Upon taking the federal position, he undertook to define medical standards and examination frequencies for civilian pilots and identifiy disqualifying conditions that could compromise a pilot's ability to operate an aircraft safely. Bauer also personally selected 57 private physicians (soon to be known as Aviation Medical Examiners) distributed across the country to give medical examinations for pilot licenses. Bauer subsequently played a leading role in organizing the Aviation Medical Association in 1929. JF - Aviation, Space, and Environmental Medicine AU - Kraus, Theresa L AD - Federal Aviation Administration, Washington, DC, terry.kraus@faa.gov Y1 - 2012/12// PY - 2012 DA - Dec 2012 SP - 1181 EP - 1183 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 12 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - USA KW - Schools KW - Aircraft KW - Responsibility KW - Pilots KW - Military KW - Medical personnel KW - H 1000:Occupational Safety and Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1272730398?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Louis+H.+Bauer+and+the+Origins+of+Civil+Aviation+Medicine&rft.au=Kraus%2C+Theresa+L&rft.aulast=Kraus&rft.aufirst=Theresa&rft.date=2012-12-01&rft.volume=83&rft.issue=12&rft.spage=1181&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3367.2012 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-01-01 N1 - Number of references - 15 N1 - Last updated - 2015-05-27 N1 - SubjectsTermNotLitGenreText - Schools; Aircraft; Responsibility; Pilots; Military; Medical personnel; USA DO - http://dx.doi.org/10.3357/ASEM.3367.2012 ER - TY - JOUR T1 - The impact of collaborative backhaul routing on carbon reduction in the freight industry AN - 1125226592; 17214037 AB - The study investigates a practical freight carrier collaboration problem in a carbon-constrained business context. It examines to see if collaboration between carriers can reduce the environmental issues of freight movement. The introduction of carbon credit systems will stimulate freight carriers to decide whether it should trade carbon credits with its collaborators. This issue is examined by formulating the problem as a two-stage stochastic program to minimize the joint emission of the carriers while meeting their service commitments. The collaborative model developed can reduce emissions across a freight network by 3-20%. JF - Transportation Research, Part D: Transport and Environment AU - Lin, Dung-Ying AU - Ng, Kuok Hou AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1, University Road, Tainan City 70101, Taiwan, dylin@mail.ncku.edu.tw Y1 - 2012/12// PY - 2012 DA - Dec 2012 SP - 626 EP - 628 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 17 IS - 8 SN - 1361-9209, 1361-9209 KW - Sustainability Science Abstracts KW - Backhaul routing KW - Freight transportation KW - Business collaboration KW - Carbon markets KW - Transportation KW - Emissions trading KW - Emissions KW - Emission control KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1125226592?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+Research%2C+Part+D%3A+Transport+and+Environment&rft.atitle=The+impact+of+collaborative+backhaul+routing+on+carbon+reduction+in+the+freight+industry&rft.au=Lin%2C+Dung-Ying%3BNg%2C+Kuok+Hou&rft.aulast=Lin&rft.aufirst=Dung-Ying&rft.date=2012-12-01&rft.volume=17&rft.issue=8&rft.spage=626&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.2012.08.002 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-10-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; Emissions trading; Emissions; Emission control DO - http://dx.doi.org/10.1016/j.trd.2012.08.002 ER - TY - RPRT T1 - CONSTELLATION PROGRAM, BREVARD AND VOLUSIA COUNTIES, FLORIDA; HANNCOCK COUNTY, MISSISSIPPI; ORLEANS PARISH, LOUISIANA; HARRIS COUNTY, TEXAS; MADISON COUNTY, ALABAMA; CUYAHOGA AND ERIE COUNTIES, OHIO; HAMPTON, VIRGINIA; SANTA CLARA COUNTY, CALIFORNIA; DONA ANA AND OTERO COUNTIES, NEW MEXICO; AND BOX ELDER AND DAVIS COUNTIES, UTAH (ADOPTION OF THE NASA FINAL PROGRAMMATIC EIS OF JANUARY 2008). AN - 1323793786; 15567 AB - PURPOSE: Conceptual schemes and schematic alternative approaches for the Constellation Program, which aims to allow humans to travel to the Moon, Mars, and beyond, are proposed. In 2004, President George W. Bush announced the Vision For Space Exploration Initiative to return humans to the Moon by 2020 in preparation for the exploration of Mars and points beyond. As a first step toward developing vehicles to achieve the goals of this initiative, the President directed the National Aeronautics and Space Administration (NASA) to develop and fly a new Crew Exploration Vehicle (CEV, since named Orion) by 2014. The associated program would complete the assessment of requirements and plans to enable CEVs to provide crew transport to the International Space Station and to accelerate the development of the CEV design and crew launch systems. Goals would include: the definition of top-level requirements and configurations for crew and cargo launch systems to support the lunar and Martian exploration programs; development of a reference lunar exploration architecture concept to support sustained human robotic lunar exploration operations; identification of key technologies required to enable and enhance these reference exploration systems; and prioritization of near- and long-term technology requirements. Constellation Program components would be implemented at the Johnson Space Center, Marshall Space Flight Center, Michoud Assembly Facility, and Kennedy Space Center and in as yet undetermined research and development facilities. Areas potentially affected by program activities include Brevard and Volusia counties, Florida; Hanncock County, Mississippi; Orleans Parish, Louisiana; Harris County, Texas; Madison County, Alabama; Cuyahoga and Erie counties, Ohio; Hampton, Virginia; Santa Clara County, California; Dona Ana and Otero counties, New Mexico; and Box Elder and Davis counties, Utah. The Federal Aviation Administration has adopted the final programmatic EIS issued by NASA in January 2008. POSITIVE IMPACTS: The proposed program would develop technology for human and robotic exploration of the Solar System and beyond, and promote international and commercial participation in space exploration. NEGATIVE IMPACTS: Potential building modifications and/or new construction at research and development facilities would result in impacts typical of such projects, largely loss of permeable soil and vegetation. Construction activities would be expected at Michoud Assembly Facility, Kennedy Space Center, and Ames Research Center. New hazardous materials processing facilities would be placed at Kennedy Space Center. Orion thermal protection system flight tests would result in the usual impacts of launching spacecraft. Continued use of substances such as HCFC-141b for thermal protection systems would result in the release of these ozone layer-depleting substances into the atmosphere. LEGAL MANDATES: NASA Authorization Act of 2005. PRIOR REFERENCES: For the abstract of the NASA final programmatic EIS, see 08-0065F, Volume 32, Number 1. JF - EPA number: 120372, 498 pages, November 30, 2012 PY - 2012 KW - Research and Development KW - Aerospace KW - Air Quality KW - Buildings KW - International Programs KW - Research KW - Research Facilities KW - Spacecraft KW - Space Shuttles KW - Alabama KW - California KW - Florida KW - Louisiana KW - Mars KW - Mississippi KW - Moon KW - New Mexico KW - Ohio KW - Texas KW - Utah KW - Virginia KW - NASA Authorization Act of 2005, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1323793786?accountid=14244 L2 - http://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=2012-11-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTELLATION+PROGRAM%2C+BREVARD+AND+VOLUSIA+COUNTIES%2C+FLORIDA%3B+HANNCOCK+COUNTY%2C+MISSISSIPPI%3B+ORLEANS+PARISH%2C+LOUISIANA%3B+HARRIS+COUNTY%2C+TEXAS%3B+MADISON+COUNTY%2C+ALABAMA%3B+CUYAHOGA+AND+ERIE+COUNTIES%2C+OHIO%3B+HAMPTON%2C+VIRGINIA%3B+SANTA+CLARA+COUNTY%2C+CALIFORNIA%3B+DONA+ANA+AND+OTERO+COUNTIES%2C+NEW+MEXICO%3B+AND+BOX+ELDER+AND+DAVIS+COUNTIES%2C+UTAH+%28ADOPTION+OF+THE+NASA+FINAL+PROGRAMMATIC+EIS+OF+JANUARY+2008%29.&rft.title=CONSTELLATION+PROGRAM%2C+BREVARD+AND+VOLUSIA+COUNTIES%2C+FLORIDA%3B+HANNCOCK+COUNTY%2C+MISSISSIPPI%3B+ORLEANS+PARISH%2C+LOUISIANA%3B+HARRIS+COUNTY%2C+TEXAS%3B+MADISON+COUNTY%2C+ALABAMA%3B+CUYAHOGA+AND+ERIE+COUNTIES%2C+OHIO%3B+HAMPTON%2C+VIRGINIA%3B+SANTA+CLARA+COUNTY%2C+CALIFORNIA%3B+DONA+ANA+AND+OTERO+COUNTIES%2C+NEW+MEXICO%3B+AND+BOX+ELDER+AND+DAVIS+COUNTIES%2C+UTAH+%28ADOPTION+OF+THE+NASA+FINAL+PROGRAMMATIC+EIS+OF+JANUARY+2008%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2013-04-01 N1 - SuppNotes - Final. Preparation date: November 30, 2012 N1 - Last updated - 2013-04-05 ER - TY - RPRT T1 - CHICAGO TO ST. LOUIS HIGH-SPEED RAIL PROGRAM TIER 1 AND THE SPRINGFIELD RAIL IMPROVEMENTS PROJECT TIER 2, ILLINOIS AND MISSOURI. AN - 1320153962; 15552 AB - PURPOSE: Improvements to passenger rail service between Chicago, Illinois and St. Louis, Missouri are proposed. Currently, nearly all trips made annually within the corridor are accomplished through automobile and air travel, with only one percent by passenger rail. The current rail corridor consists primarily of a single track that is shared by both freight and passenger rail service (Amtrak). This final EIS includes a Tier 1 evaluation of the Chicago to St. Louis Corridor in Cook, Will, Grundy, Livingston, McLean, Logan, Sangamon, Macoupin, Jersey, Madison, and St. Clair counties in Illinois and in St. Louis County in Missouri. The final EIS also includes a Tier 2 project-level evaluation for the Springfield Rail Improvements Project in Sangamon County, Illinois. The Tier 1 EIS assesses: changing the existing 284 miles of primarily Union Pacific (UP) railroad track from one to two tracks; increasing the number of high-speed passenger trains; and determining potential corridor route alternatives between Chicago and Joliet, through the City of Springfield, and the approach to St. Louis. The Tier 1 evaluation considers five alternatives. The No Build Alternative continues intercity passenger service between Chicago and St. Louis along with planned improvements for limited high-speed rail (HSR) service between Joliet and St. Louis. The limited HSR service would include up to three daily passenger round trips at speeds up to 110 miles per hour (mph) between Joliet and Alton, with the remaining portions of the corridor allowing speeds of up to 79 mph. The four build alternatives under consideration would utilize different routes in three areas: between Chicago and Joliet, through Springfield, and between Alton and St. Louis. The proposed routes would utilize combinations of the existing passenger rail route and other proposed new intercity passenger routes that primarily follow other existing rail lines. In general, the proposed improvements would include double tracking along the entire length of the corridor and improvements to railroad crossings, signals, and stations. All of the build alternatives would include eight daily round trips allowing for 110 mph intercity passenger service for the entire route between Chicago and St. Louis. The preferred alternatives (Alternatives C and D) would utilize the Northeast Illinois Regional Commuter Rock Island District route between Chicago and Joliet and the existing Amtrak route from Joliet to St. Louis, with the exception of the portion of the corridor through Springfield. Capital costs for Alternative C are estimated at $4.91 billion to $5.23 billion and for Alternative D at $5.11 billion to $5.19 billion. The Springfield Rail Improvements Project Tier 2 evaluation considers a No Build Alternative and two build alternatives. The preferred Alternative 2A would shift UP freight and passenger traffic to the 10th Street rail corridor parallel to the existing Norfolk Southern corridor. Two new tracks would be constructed for the UP, and new grade separations would be constructed on 10th Street and 19th Street. Capital costs for Alternative 2A are estimated at $315 million. POSITIVE IMPACTS: The HSR program would enhance the passenger transportation network and result in a more balanced use of different corridor travel options by diverting trips made by automobile and air to rail. Relative to existing passenger rail service, travel times would decrease up to one hour and 47 minutes. The Springfield Rail Improvements Project would accommodate the increasing high-speed passenger and freight train traffic on the three north-south rail corridors that pass through Springfield. NEGATIVE IMPACTS: Under the preferred alternatives for the HSR corridor, new right-of-way requirements of 700 to 737 acres would displace 262 to 317 buildings and construction would impact 1,900 acres of prime farmland, 250 acres of forest, 85 acres of floodplain, and 55 acres of wetlands. Historic sites, parks and recreation areas could be impacted. Significant operational noise and vibration would impact hundreds of receptors. New right-of-way requirements of 42 acres for the Springfield Rail Improvements Project would displace 117 residences and 53 businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120355, Volume I--700 pages, Volume II--547 pages, November 9, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality KW - Cultural Resources KW - Farmlands KW - Forests KW - Historic Sites KW - Noise KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Illinois KW - Missouri 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/1320153962?accountid=14244 L2 - http://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=2012-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CHICAGO+TO+ST.+LOUIS+HIGH-SPEED+RAIL+PROGRAM+TIER+1+AND+THE+SPRINGFIELD+RAIL+IMPROVEMENTS+PROJECT+TIER+2%2C+ILLINOIS+AND+MISSOURI.&rft.title=CHICAGO+TO+ST.+LOUIS+HIGH-SPEED+RAIL+PROGRAM+TIER+1+AND+THE+SPRINGFIELD+RAIL+IMPROVEMENTS+PROJECT+TIER+2%2C+ILLINOIS+AND+MISSOURI.&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 - 2013-03-01 N1 - SuppNotes - Final. Preparation date: November 9, 2012 N1 - Last updated - 2013-03-28 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS. AN - 1320153960; 15550 AB - PURPOSE: Transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area, located 17 miles northwest of Chicago's central business district near OHare International Airport, in Cook and DuPage counties, Illinois are proposed. The area is a regional transportation crossroad that includes a network of freeways and toll roads, transit facilities, freight rail service, multimodal transfer facilities, and the second largest employment base in Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, delays, and reduced efficiency. The EO-WB Tier One Record of Decision approved the type of improvement and corridor, and also enabled the acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 final EIS evaluates a No Build Alternative and the preferred Build Alternative using a year 2040 planning horizon. The EO-WB mainline improvements are planned as a fully access-controlled highway with two elements: the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The Elgin OHare corridor would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The West Bypass corridor would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Total cost of the proposed project is estimated at $3.1 billion to $3.6 billion. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Implementation could generate 2,000 to 3,000 jobs per year of construction. NEGATIVE IMPACTS: Construction would entail crossing 10 streams and the loss of up to 23 acres of wetlands, 58.1 acre-feet of floodplains, and 2.5 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 46 businesses with 1,332 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120353, Final EIS--411 pages, Appendices--916 pages, November 9, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Airports KW - Creeks KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - Water Quality Assessments 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/1320153960?accountid=14244 L2 - http://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=2012-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+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 - 2013-03-01 N1 - SuppNotes - Final. Preparation date: November 9, 2012 N1 - Last updated - 2013-03-28 ER - TY - CPAPER T1 - Hydrous Impact Melts: Canteens and Crucibles of the Inner Solar System T2 - 2012 Annual Meeting of the Geological Society of America AN - 1313118581; 6175800 JF - 2012 Annual Meeting of the Geological Society of America AU - Harris, R AU - Schultz, Peter Y1 - 2012/11/04/ PY - 2012 DA - 2012 Nov 04 KW - Earth sciences KW - Geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1313118581?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=2012+Annual+Meeting+of+the+Geological+Society+of+America&rft.atitle=Hydrous+Impact+Melts%3A+Canteens+and+Crucibles+of+the+Inner+Solar+System&rft.au=Harris%2C+R%3BSchultz%2C+Peter&rft.aulast=Harris&rft.aufirst=R&rft.date=2012-11-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2012+Annual+Meeting+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2012AM/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-26 N1 - Last updated - 2013-02-28 ER - TY - CPAPER T1 - Integrated Rock Slope Design Tools for Management of Rockfall Risk T2 - 2012 Annual Meeting of the Geological Society of America AN - 1313081019; 6174455 JF - 2012 Annual Meeting of the Geological Society of America AU - Bruckno, Brian Y1 - 2012/11/04/ PY - 2012 DA - 2012 Nov 04 KW - Earth sciences KW - Geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1313081019?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=2012+Annual+Meeting+of+the+Geological+Society+of+America&rft.atitle=Integrated+Rock+Slope+Design+Tools+for+Management+of+Rockfall+Risk&rft.au=Bruckno%2C+Brian&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2012-11-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2012+Annual+Meeting+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - https://gsa.confex.com/gsa/2012AM/webprogram/start.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-26 N1 - Last updated - 2013-02-28 ER - TY - JOUR T1 - Automatic Delamination Detection of Concrete Bridge Decks Using Impact Signals AN - 1855080231; PQ0003947131 AB - Delamination of the concrete cover above the upper reinforcing bars is a common problem in concrete bridge decks. Acoustic nondestructive evaluation is widely used to detect such delamination because of its low cost, fast speed, and ease of implementation. The accuracy of traditional acoustic approaches is dependent on the level of ambient noise, and the detection process is highly subjective. An automatic impact-based delamination detection (AIDD) system is described in this paper. In this system, the traffic noise is eliminated by a modified version of independent component analysis. Mel-frequency cepstral coefficients are then used as features for detection to eliminate subjectivity. The delamination detection is performed by a radial basis function neural network. The AIDD system was developed using mixed-language programming in MATLAB, LabVIEW, and C++. The performance of the system was evaluated using data from two bridges, and the results were satisfactory. JF - Journal of Bridge Engineering AU - Zhang, Gang AU - Harichandran, Ronald S AU - Ramuhalli, Pradeep AD - Project Engineer, Federal Highway Administration, 6300 Georgetown Pike, McLean, VA 22101., civilzhang@gmail.com Y1 - 2012/11/01/ PY - 2012 DA - 2012 Nov 01 SP - 951 EP - 954 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States VL - 17 IS - 6 SN - 1084-0702, 1084-0702 KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Technical Papers KW - Concrete bridges KW - Bridge decks KW - Acoustic techniques KW - Neural networks KW - Delamination KW - Concrete bridge decks KW - Acoustic NDE KW - Impact signals KW - Costs KW - Evaluation KW - Decks KW - Engineering KW - Bridges KW - Acoustics KW - Planning KW - Noise KW - Ambient noise KW - Concrete KW - Q2 09282:Materials technology, corrosion, fouling and boring KW - SW 6010:Structures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855080231?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=Journal+of+Bridge+Engineering&rft.atitle=Automatic+Delamination+Detection+of+Concrete+Bridge+Decks+Using+Impact+Signals&rft.au=Zhang%2C+Gang%3BHarichandran%2C+Ronald+S%3BRamuhalli%2C+Pradeep&rft.aulast=Zhang&rft.aufirst=Gang&rft.date=2012-11-01&rft.volume=17&rft.issue=6&rft.spage=951&rft.isbn=&rft.btitle=&rft.title=Journal+of+Bridge+Engineering&rft.issn=10840702&rft_id=info:doi/10.1061%2F%28ASCE%29BE.1943-5592.0000326 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 N1 - SubjectsTermNotLitGenreText - Decks; Bridges; Planning; Ambient noise; Evaluation; Costs; Engineering; Acoustics; Noise; Concrete DO - http://dx.doi.org/10.1061/(ASCE)BE.1943-5592.0000326 ER - TY - JOUR T1 - Integrated rock slope design tools for management of rockfall risk AN - 1469613802; 2013-100019 AB - Common rock slope design policies reflect models treating rock slope stability as a series of events falling along a continuum of physical triggers, with higher-energy triggers causing larger events. Policies emerging from this conceptualization may be applied to ideal slopes, for which global slope stability is the only hazard being addressed, geological structure is well-understood, triggering events may be predicted with high confidence, and where engineering methods may be implemented to minimize impacts of the resulting events. In such cases, slopes may be inventoried, and triggering events predicted, such that a reactive, asset-focused management policy can be developed. Such a policy forces the assumption of a population of ideal slopes and conditions and allows management only of ideal slopes under ideal conditions. However, globally-stable slopes still present sub-global (rockfall) hazard due to complex structure, varying lithologies, poor past blasting practices, or tectonic deformation, as well as ongoing weathering. Policy designed for ideal slopes and conditions will inevitably fail, resulting in unanticipated rockfall and unmanaged risk. New data on rockfall patterns in the Virginia Valley and Ridge reveal that a significant aspect of rock slope stability is not triggered by discrete events, but rather that the lithostructure exerts strong control over the slope stability unrelated to obvious triggers: Below some threshold, every slope exhibits a characteristic rockfall signal independent of the slope's global stability. Recent research allows better quantification of rock slope behavior and shows that common rock mass indices correlate well with rockfall behavior and provide a tool for design. This better understanding allows development of an integrated, phenomenology-based rock slope design and management policy which addresses both global and sub-global rock slope stability, thus lowering both hazard and risk, and creating a more ideal built environment for the traveling public. JF - Abstracts with Programs - Geological Society of America AU - Bruckno, Brian S AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 602 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - rock masses KW - rockfalls KW - North America KW - Virginia KW - Appalachians KW - mass movements KW - risk assessment KW - policy KW - slope stability KW - design KW - Valley and Ridge Province KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1469613802?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Integrated+rock+slope+design+tools+for+management+of+rockfall+risk&rft.au=Bruckno%2C+Brian+S%3BAnonymous&rft.aulast=Bruckno&rft.aufirst=Brian&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=602&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-12-20 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Appalachians; design; mass movements; North America; policy; risk assessment; rock masses; rockfalls; slope stability; United States; Valley and Ridge Province; Virginia ER - TY - JOUR T1 - Proximal to distal deformation in the Weaubleau impact structure, Missouri AN - 1464882270; 2013-090580 AB - The Weaubleau structure of west-central Missouri formed from a Mid-Mississippian (latest Osagean or earliest Meramecian) low-angle, marine impact that generated a circular area (8 km dia.) of intense brecciation and a fan-shaped area (19 km dia.) of intense to gentle deformation directed toward the present-day northeast. The limits of these deformational domains roughly are outlined by two ring-like stream drainages that are eccentric to one another. The main impact area constitutes the inner ring. Bouguer gravity anomaly maps show that this feature includes a small uplift that is centrally located. Exploratory core drilling around the structure has not penetrated deeper than 100 m, but from available data the main impact area is full of breccias that include six facies: crystalline basement breccia (only found in the eastern side), dilation breccia, megabreccia, injection breccia, fracture breccia, and resurge breccia. Post-impact middle Mississippian carbonates buried part of the structure. These strata were exposed subaerially and mostly removed below the sub-Pennsylvanian unconformity. Early to Middle Pennsylvanian clastics re-buried the structure and partly have been exhumed by subsequent gentle uplift and erosion during the Ouachita Orogeny. This Mid-Mississippian impact is remarkably well preserved. The distribution of strain in the outer ring is related both to the heterogenous material strengths of the target rocks and to the trajectory of the impactor. Proximal to the impact in the northeast, chaotic blocks of Mississippian rocks show brittle brecciation over ductily folded and faulted blocks associated with material flow. Injection breccias fill interstitial areas between megabreccia blocks. Resurge breccia caps this succession. To the northwest, thick to massive beds of brittle carbonates in the lower Burlington-Keokuk limestones (undivided) generally behaved as thin thrust sheets where siltstone of the lower Mississippian (Kinderhookian) Northview Formation served as a decollement. Thrust faulting also is exposed distally to the north and northeast at road cuts near Brush Creek and Weaubleau Creek on Highway 82. Resurge breccia is gradational with the sediments of the upper Burlington-Keokuk limestones in the northeasternmost exposures beyond the tectonic rim. JF - Abstracts with Programs - Geological Society of America AU - Evans, Kevin AU - Mickus, Kevin L AU - Miller, James F AU - Davis, George H AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 630 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Mississippian KW - impact features KW - Osagian KW - Lower Mississippian KW - Paleozoic KW - Missouri KW - Carboniferous KW - Weaubleau Structure KW - impact craters KW - unconformities KW - geomorphology KW - Saint Clair County Missouri KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1464882270?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Proximal+to+distal+deformation+in+the+Weaubleau+impact+structure%2C+Missouri&rft.au=Evans%2C+Kevin%3BMickus%2C+Kevin+L%3BMiller%2C+James+F%3BDavis%2C+George+H%3BAnonymous&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=630&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-12-05 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Carboniferous; geomorphology; impact craters; impact features; Lower Mississippian; Mississippian; Missouri; Osagian; Paleozoic; Saint Clair County Missouri; unconformities; United States; Weaubleau Structure ER - TY - JOUR T1 - X-ray diffraction characteristics of variably shocked, strained, and microcrystalline quartz in mixtures; implications for impact petrology and construction aggregates AN - 1447103969; 2013-083346 AB - We have developed novel procedures to interpret the shock state of quartz using powder X-ray diffractometry. Quartz samples from confirmed impact craters and ejecta deposits were ground to -40 mu m in a ZrO (sub 2) mortar, and diffraction spectra were collected with a Bruker D8 Advance. Rietveld-refined profiles were used to calculate mean coherent scattering domain (CSD) lengths for each indexed crystallographic plane. We have found that plotting 1/domain length vs. 2theta degrees is a convenient way to display our results. Unshocked samples have larger CSDs and smaller differences in size between planes. Power law curves fit to plots for these materials approximate expected instrumental line-broadening, with CSD size decreasing with increasing 2theta degrees . Conversely, power law fits for shocked samples show a systematic decrease in CSD size with increasing petrographic shock level. For monomineralic samples collected or separated from known shocked rocks and sediments, our procedures seem to provide a fast and accurate companion to traditional petrographic methods of shock barometry. Shocked quartz data also show large variations in CSD sizes between crystallographic planes. Disordering associated with rhombohedral forms lags behind other planes producing patterns distinct from quartz containing tectonic strain. Quartz that has experienced directional, high-strain-rate shear, along with poorly crystalline materials such as opaline chert and metamict samples, have provided a challenge to our ultimate goal of having a diagnostic tool for confirming and studying impact ejecta in mixed sediments. To address this problem we are developing a database of natural and experimental mixtures. Our effort is aided by access to several large homogeneously shocked pegmatitic quartz crystals from the Wetumpka Crater. Quartz from different shock levels can be mixed with varying concentrations of endogenically deformed material, variably crystalline silica, and other phases. Thus far, our results suggest that we can determine contributions from different types of quartz, and our accuracy should improve as the database grows. The crystallinity of silica phases in construction aggregates also is an important predictor of deleterious reactivity in concrete; this database is providing useful data for aggregate quality control evaluations. JF - Abstracts with Programs - Geological Society of America AU - Harris, R Scott AU - Rodesney, Steven N AU - Schroeder, Paul A AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 278 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - silicates KW - experimental studies KW - aggregate KW - impact features KW - X-ray diffraction data KW - silica minerals KW - natural materials KW - metamorphism KW - Wetumpka Crater KW - samples KW - crystallinity KW - metamict minerals KW - quartz KW - impact craters KW - framework silicates KW - shock metamorphism KW - 01B:Mineralogy of silicates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1447103969?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=X-ray+diffraction+characteristics+of+variably+shocked%2C+strained%2C+and+microcrystalline+quartz+in+mixtures%3B+implications+for+impact+petrology+and+construction+aggregates&rft.au=Harris%2C+R+Scott%3BRodesney%2C+Steven+N%3BSchroeder%2C+Paul+A%3BAnonymous&rft.aulast=Harris&rft.aufirst=R&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=278&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-10-31 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - aggregate; crystallinity; experimental studies; framework silicates; impact craters; impact features; metamict minerals; metamorphism; natural materials; quartz; samples; shock metamorphism; silica minerals; silicates; Wetumpka Crater; X-ray diffraction data ER - TY - JOUR T1 - Mineralogy of impactite sands from AU drill core #09-04, Wetumpka impact structure, Alabama AN - 1447103822; 2013-083343 AB - The Wetumpka impact structure is a Late Cretaceous shallow-marine impact crater about 6 km in diameter, which is located in central Alabama. The target consisted of Upper Cretaceous sediments that were unconformably overlying Piedmont schists and gneisses. An arcuate crystalline rim is surrounded on the east and northeast by Cretaceous units, on the north by Piedmont basement, and on the west by Quaternary alluvium. There are several shallow drill cores at Wetumpka. AU drill core #09-04 sampled 217.7 m (715 feet) near the southeastern portion of the rim. The upper approximately 60 m of core is interpreted as a segment of slumped, overturned sedimentary section that was formerly on the rim. Below this overturned section are nearly 160 m of impactite sands with sedimentary blocks. The specific origin and provenance of the fine clastics in this impactite interval is not yet understood. One of the methods we are using to preliminarily characterize these impactite sands is bulk-sample X-ray diffraction. This XRD allows us to characterize changes in the bulk mineral composition and possible shock petrology of the section. Possible shock levels are interpreted using methods presented by Harris et al. In so doing, we analyzed systematic changes in the coherent scattering domain (CSD) lengths for diffracting quartz, plagioclase, and muscovite planes observed in successively deeper samples. We also examined the changes with increasing core depth with regard to CSD length for each indexed crystallographic plane. Thus far, we have found that the upper portions of the core, including upper impactite sands, show little evidence of shock deformation. They may show changes in the degree of deformation associated with [10-13} quartz plane, but the diffraction peak associated with these planes typically have very low intensities and may not be as reliable as other peaks. Deeper impactite sands show evidence for moderate shock deformation, similar to the levels responsible for producing {10-12} planar deformation features in quartz. We are working to compare the thin-section petrography of the impactite sand section to the X-ray diffraction data. JF - Abstracts with Programs - Geological Society of America AU - Rodesney, Steven N AU - King, David T, Jr AU - Harris, R Scott AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 277 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - shallow-water environment KW - impact features KW - X-ray diffraction data KW - Cretaceous KW - Appalachians KW - thin sections KW - Alabama KW - Wetumpka Crater KW - Upper Cretaceous KW - cores KW - mineral composition KW - central Alabama KW - sampling KW - metamorphic rocks KW - sediments KW - sand KW - North America KW - impactites KW - clastic sediments KW - deformation KW - samples KW - Mesozoic KW - marine environment KW - impact craters KW - alluvium KW - unconformities KW - Piedmont KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1447103822?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Mineralogy+of+impactite+sands+from+AU+drill+core+%2309-04%2C+Wetumpka+impact+structure%2C+Alabama&rft.au=Rodesney%2C+Steven+N%3BKing%2C+David+T%2C+Jr%3BHarris%2C+R+Scott%3BAnonymous&rft.aulast=Rodesney&rft.aufirst=Steven&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=277&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-10-31 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Alabama; alluvium; Appalachians; central Alabama; clastic sediments; cores; Cretaceous; deformation; impact craters; impact features; impactites; marine environment; Mesozoic; metamorphic rocks; mineral composition; North America; Piedmont; samples; sampling; sand; sediments; shallow-water environment; thin sections; unconformities; United States; Upper Cretaceous; Wetumpka Crater; X-ray diffraction data ER - TY - JOUR T1 - Hydrous impact melts; canteens and crucibles of the inner solar system AN - 1447103252; 2013-084672 AB - We previously have demonstrated that volatiles do not necessarily ionize and escape hypervelocity impacts. Natural and experimental melts generated by collisions with saturated sediments can trap significant volumes of target water. Typical impact melts (excluding tektites) can contain up to a few weight percent water, largely as dissolved hydroxyls. But much larger concentrations of OH (super -) and H (sub 2) O, approximately 5 to 20 wt%, can exist in discrete silicate melts enclosed by anhydrous matrices. Results from experimental impacts of hydrous projectiles into dry targets show in principle that melts might trap water from volatile-rich asteroids and comets. We have argued that the gradual release, by diffusion and micrometeorite fragmentation, of water entombed in impact melt ejecta could contribute to the Moons' water budget. Hydrous impact melts might also be important in other aspects of planetary evolution. Hydrous impact melts that come to rest in thick melt sheets or consolidated ejecta would migrate and coalesce, or otherwise exsolve vapors, that could reach the surface either as froth or explosively. Such a process might explain the so-called "hollows" observed by Messenger on Mercury and their close association with impact craters. Similar post-impact migration of trapped water also could contribute to hydrothermal alteration of crustal materials on other small, dry bodies. Fisk et al. (Science, 1998) showed that volcanic glasses on Earth are important crucibles of bacterial colonization in environments otherwise hostile to organisms. We have observed evidence that impact melt breccias, likewise, are sites of aggressive bacterial activity as the glass provides necessary substrates, nutrients, and energy. Some of these melts contain zoned carbonate globules similar to those, famously or infamously, observed in melt veins of ALH80041. While other similar globules have been identified in a number of terrestrial environments, ours is the first noted occurrence of such constructs in impact melts; and as such, they may provide an important point of comparison for the role of primitive organisms in their development on both planets. Our findings continue to emphasize the importance of identifying and studying impact melt ejecta on Mars for understanding both the history of volatiles and potential life on its surface. JF - Abstracts with Programs - Geological Society of America AU - Harris, R Scott AU - Schultz, Peter H AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 482 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - water KW - solar system KW - stony meteorites KW - Martian meteorites KW - Mars KW - impacts KW - ejecta KW - achondrites KW - melts KW - terrestrial planets KW - planets KW - meteorites KW - hydroxyl ion KW - volatiles KW - Allan Hills Meteorites KW - Antarctica KW - ALH 84001 KW - 04:Extraterrestrial geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1447103252?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Hydrous+impact+melts%3B+canteens+and+crucibles+of+the+inner+solar+system&rft.au=Harris%2C+R+Scott%3BSchultz%2C+Peter+H%3BAnonymous&rft.aulast=Harris&rft.aufirst=R&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=482&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-10-31 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - achondrites; ALH 84001; Allan Hills Meteorites; Antarctica; ejecta; hydroxyl ion; impacts; Mars; Martian meteorites; melts; meteorites; planets; solar system; stony meteorites; terrestrial planets; volatiles; water ER - TY - JOUR T1 - Lidar and GIS; tools to augment landslide and fault mapping in metamorphic rocks in the Blue Ridge geologic province of western North Carolina AN - 1447101034; 2013-084584 AB - We used digital elevation models (DEMs) derived from airborne Light Detecting And Ranging (LiDAR) in a Geographic Information System (GIS) to augment the mapping of landslides, landslide hazards, and faults in the Blue Ridge geologic province of western North Carolina. To make landslide hazard maps for Macon, Watauga, Buncombe and Henderson Counties we used shaded relief and slope maps, and topographic contours derived from the LiDAR DEMs to identify landforms (e.g., debris fans) to target for field confirmation. These tools also helped standardize methods to map these deposits. Recent orthophotography and archival aerial photography were used in conjunction with LiDAR DEMs to identify and map the paths of over 2,300 debris flows and debris slides that occurred in 1940, 1977 and 2004. The improved slope and landform resolution of the LiDAR DEMS (sub-meter vertical accuracy, 6m pixel resolution) aided the modeling and mapping of debris flow susceptibility and debris flow routing. We used LiDAR DEMs to identify topographic trends and lineaments in two areas where earlier ductile faulting followed by WNW-trending brittle faulting produced deformation fabrics that influence slope stability and probably groundwater flow. As part of the landslide hazard mapping in Watauga County we evaluated a 14km X 0.5km zone of existing and potential rock slope instability. This zone includes WNW-trending topographic features and lineaments where 14 active and past-active rock slides occur along the Linville Falls Fault, mainly in rocks of the Grandfather Mountain Window. These WNW-trending features are expressions of a regionally extensive zone of fractures and faults that intersect the Blue Ridge Escarpment in an area of concentrated debris flows that occurred in 1940. In Buncombe County we completed 1:6,000-scale geologic mapping of a 3.5-km (super 2) area to establish a geologic framework to support groundwater studies. Rocks are within the Ashe Metamorphic Suite, a highly deformed, heterogeneous package of metasedimentary and mafic metaigneous rocks. A >100m-wide brittle fault zone was identified by the presence of gouge, breccia and the realignment of older ductile fabrics. Locally the fault is in contact with unconsolidated colluvial(?) deposits. The fault zone trends WNW and is aligned with lineaments identified in LiDAR imagery. JF - Abstracts with Programs - Geological Society of America AU - Wooten, Richard M AU - Cattanach, Bart L AU - Bozdog, G Nicholas AU - Gillon, Kenneth A AU - Witt, Anne C AU - Douglas, Thomas J AU - Fuemmeler, Stephen J AU - Bauer, Jennifer B AU - Latham, Rebecca S AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 467 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - imagery KW - laser methods KW - geophysical surveys KW - geologic hazards KW - Linville Falls Fault KW - Appalachians KW - mapping KW - digital terrain models KW - ground water KW - Grandfather Mountain KW - gouge KW - geographic information systems KW - metamorphic rocks KW - mass movements KW - Blue Ridge Escarpment KW - faults KW - orientation KW - North America KW - breccia KW - Blue Ridge Province KW - Macon County North Carolina KW - Henderson County North Carolina KW - Watauga County North Carolina KW - landslides KW - lidar methods KW - western North Carolina KW - Buncombe County North Carolina KW - North Carolina KW - natural hazards KW - surveys KW - information systems KW - slope stability KW - fault zones KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1447101034?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Lidar+and+GIS%3B+tools+to+augment+landslide+and+fault+mapping+in+metamorphic+rocks+in+the+Blue+Ridge+geologic+province+of+western+North+Carolina&rft.au=Wooten%2C+Richard+M%3BCattanach%2C+Bart+L%3BBozdog%2C+G+Nicholas%3BGillon%2C+Kenneth+A%3BWitt%2C+Anne+C%3BDouglas%2C+Thomas+J%3BFuemmeler%2C+Stephen+J%3BBauer%2C+Jennifer+B%3BLatham%2C+Rebecca+S%3BAnonymous&rft.aulast=Wooten&rft.aufirst=Richard&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=467&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-10-31 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Appalachians; Blue Ridge Escarpment; Blue Ridge Province; breccia; Buncombe County North Carolina; digital terrain models; fault zones; faults; geographic information systems; geologic hazards; geophysical surveys; gouge; Grandfather Mountain; ground water; Henderson County North Carolina; imagery; information systems; landslides; laser methods; lidar methods; Linville Falls Fault; Macon County North Carolina; mapping; mass movements; metamorphic rocks; natural hazards; North America; North Carolina; orientation; slope stability; surveys; United States; Watauga County North Carolina; western North Carolina ER - TY - JOUR T1 - Debris flow and landslide hazard studies in western North Carolina 2004-2012; findings, lessons learned, and challenges AN - 1438970814; 2013-077127 AB - Recurring weather patterns, especially landfalling tropical cyclones, will continue to trigger debris flows and other landslides in mountainous western North Carolina (WNC). At least seven major regional storm events have occurred since 1916: two in 1916, two in 1940, one in 1977, and two in 2004. The most damaging of these storms occurred in August 13-14, 1940 when the remnants of a hurricane tracked over WNC and set off approximately 2,100 debris flows and debris slides in Watauga County alone. Intense summer thunderstorms can trigger localized debris flow-slide activity. A period of above average rainfall from September 2009 through February 2010 triggered over 40 debris flow and landslide events in WNC, all of which occurred on slopes altered by human activity. Rainfall rate and duration are critical factors in debris flow initiation. Studies indicate that less rainfall is required to trigger debris flows on slopes where human activity has had a destabilizing effect, than on slopes unmodified by human activity. Landslide hazard studies by the N.C. Geological Survey have identified 3,295 slope movements and 3,195 deposit areas from past debris flow activity (e.g., debris fans). Debris/earth slides, flows and blowouts make up 92% of the identified slope movements, and have resulted in the most fatalities, injuries and property damage. Slides in rock and weathered rock that include major events along I-40 in the Pigeon River Gorge make up the next largest category at 7%. Losses from 57 landslides that have occurred since 1990 include six fatalities, five serious injuries, 40 destroyed or condemned structures, damage to 24 structures and 56 other private properties, and damage to at least 32 roads. Landslide hazard maps, authorized by the N.C. General Assembly in 2005, were completed for four counties prior to elimination of the program by the General Assembly in 2011. Budget cuts and changing priorities have created challenges in making the completed maps readily accessible to the public in GIS-based web map viewers, and have reduced our capacity to respond to landslide emergency events. Continuing efforts include educational outreach, and cooperation with the National Weather Service, the U.S. Geological Survey and universities to document and anticipate weather conditions that favor debris flow and landslide activity. JF - Abstracts with Programs - Geological Society of America AU - Wooten, Richard M AU - Witt, Anne C AU - Gillon, Kenneth A AU - Douglas, Thomas J AU - Fuemmeler, Stephen J AU - Bauer, Jennifer B AU - Latham, Rebecca S AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 344 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - hydrology KW - patterns KW - geologic hazards KW - rainfall KW - damage KW - debris flows KW - cyclones KW - history KW - landslides KW - western North Carolina KW - North Carolina KW - mass movements KW - natural hazards KW - storms KW - meteorology KW - hurricanes KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1438970814?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Debris+flow+and+landslide+hazard+studies+in+western+North+Carolina+2004-2012%3B+findings%2C+lessons+learned%2C+and+challenges&rft.au=Wooten%2C+Richard+M%3BWitt%2C+Anne+C%3BGillon%2C+Kenneth+A%3BDouglas%2C+Thomas+J%3BFuemmeler%2C+Stephen+J%3BBauer%2C+Jennifer+B%3BLatham%2C+Rebecca+S%3BAnonymous&rft.aulast=Wooten&rft.aufirst=Richard&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=344&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-10-03 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - cyclones; damage; debris flows; geologic hazards; history; hurricanes; hydrology; landslides; mass movements; meteorology; natural hazards; North Carolina; patterns; rainfall; storms; United States; western North Carolina ER - TY - JOUR T1 - Limestone aggregate resources in northeast Kansas; integrated lithostratigraphy, stable isotope chemostratigraphy, and cathodoluminescence as a tool to evaluate current and potential aggregate resources in Miami County, Kansas AN - 1429839853; 2013-068582 AB - Suburban expansion into historically dominant limestone aggregate producing areas of southwest metropolitan Kansas City (e.g., Johnson County, Kansas), has begun to limit future development and production of these resources. Tracing traditionally quarried units, such as the Pennsylvanian limestones of the Wyandotte Limestone Formation, southward into less developed Miami County has revealed aggregates of poorer quality that frequently do not pass specification requirements. Initial data indicate pervasive diagenesis of the Wyandotte Limestone Fm. throughout much of Miami County. Whereas the Wyandotte Limestone Fm. has traditionally passed specifications as a Class A aggregate in Johnson County, it rapidly turns into a friable iron oxidized sulfide-stained unit passing into Miami County. It appears that both significant oxidative and reducing fluids in multiple generations of diagenesis have degraded the Wyandotte Limestone Fm. through both modern and ancient diagenetic processes. Preliminary lithostratigraphic, stable isotope chemostratigraphic (delta (super 13) C and delta (super 18) O), and cathodoluminescence petrographic studies suggest the Wyandotte Limestone Fm. in Miami County experienced both extensive meteoric and hydrothermal alteration, significantly reducing this unit's suitability as an aggregate resource. JF - Abstracts with Programs - Geological Society of America AU - Oborny, Stephan AU - Cramer, Bradley D AU - Ludvigson, Greg A AU - Henthorne, Robert AU - Anonymous Y1 - 2012/11// PY - 2012 DA - November 2012 SP - 130 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - limestone KW - lithostratigraphy KW - oxygen KW - Pennsylvanian KW - isotopes KW - stable isotopes KW - Cenozoic KW - sedimentary rocks KW - Upper Pennsylvanian KW - carbon KW - Wyandotte Limestone KW - chemostratigraphy KW - Quaternary KW - Paleozoic KW - isotope ratios KW - C-13/C-12 KW - Missourian KW - Carboniferous KW - O-18/O-16 KW - cathodoluminescence KW - Kansas KW - northeastern Kansas KW - Pleistocene KW - Miami County Kansas KW - carbonate rocks KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1429839853?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Limestone+aggregate+resources+in+northeast+Kansas%3B+integrated+lithostratigraphy%2C+stable+isotope+chemostratigraphy%2C+and+cathodoluminescence+as+a+tool+to+evaluate+current+and+potential+aggregate+resources+in+Miami+County%2C+Kansas&rft.au=Oborny%2C+Stephan%3BCramer%2C+Bradley+D%3BLudvigson%2C+Greg+A%3BHenthorne%2C+Robert%3BAnonymous&rft.aulast=Oborny&rft.aufirst=Stephan&rft.date=2012-11-01&rft.volume=44&rft.issue=7&rft.spage=130&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, 2012 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-09-05 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - C-13/C-12; carbon; carbonate rocks; Carboniferous; cathodoluminescence; Cenozoic; chemostratigraphy; isotope ratios; isotopes; Kansas; limestone; lithostratigraphy; Miami County Kansas; Missourian; northeastern Kansas; O-18/O-16; oxygen; Paleozoic; Pennsylvanian; Pleistocene; Quaternary; sedimentary rocks; stable isotopes; United States; Upper Pennsylvanian; Wyandotte Limestone ER - TY - JOUR T1 - Laboratory and Full-Scale Evaluation of 4.75-mm Nominal Maximum Aggregate Size Superpave Overlay AN - 1315672465; 17570476 AB - A 4.75-mm nominal maximum aggregate size Superpave registered mix developed by the Virginia Department of Transportation was placed as a thin treatment over existing, aged sections in an accelerated pavement test facility. Half the loaded wheelpath was paved with and half without the treatment to explore rutting susceptibility and quantify the ability to defer cracking. Loose mix was collected during construction to verify the mix design and for laboratory dynamic modulus, flow number, Hamburg wheel tracking, and axial fatigue testing. The mix was produced according to the volumetric specifications, but the in-place density was higher than the target. Although laboratory tests indicated poor resistance to rutting, full-scale performance illustrated that the total rutting in the treated sections was equal to or less than the total rutting in the sections without the overlay. Top-down cracking was significantly delayed as a result of the presence of the thin overlay, but once the pavement sections were aged and brittle, the treatment could not delay cracking. JF - Transportation Research Record AU - Li, Xinjun AU - Gibson, Nelson AU - Qi, Xicheng AU - Clark, Trenton AU - Mcghee, Kevin AD - Federal Highway Administration, 6300 Georgetown Pike, McLean, VA 22101 Y1 - 2012/11// PY - 2012 DA - Nov 2012 SP - 29 EP - 38 PB - Transportation Research Board VL - 1 IS - 2293 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Fracture mechanics KW - Pavements KW - Transportation KW - Fatigue cracking KW - Density KW - Tracking KW - Fatigue testing KW - Aggregates UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315672465?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+Record&rft.atitle=Laboratory+and+Full-Scale+Evaluation+of+4.75-mm+Nominal+Maximum+Aggregate+Size+Superpave+Overlay&rft.au=Li%2C+Xinjun%3BGibson%2C+Nelson%3BQi%2C+Xicheng%3BClark%2C+Trenton%3BMcghee%2C+Kevin&rft.aulast=Li&rft.aufirst=Xinjun&rft.date=2012-11-01&rft.volume=1&rft.issue=2293&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2293-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 18 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2293-04 ER - TY - RPRT T1 - NORTHWEST ARKANSAS REGIONAL AIRPORT INTERMODAL ACCESS ROAD, BENTON COUNTY, ARKANSAS. AN - 1317822792; 15534 AB - PURPOSE: The construction of an intermodal access road for Northwest Arkansas Regional Airport (NWARA) in Benton County, Arkansas is proposed. NWARA started operation in November 1998 serving air traffic passenger demand in northwest Arkansas, southwest Missouri and northeast Oklahoma. The airport, located in the community of Highfill, Arkansas, accommodates both jet and turboprop passenger aircraft, along with general aviation and cargo operations. The primary entrance road connects to Highway 264 at the south end of the airport and a secondary entrance road connecting to Highway 12 is located at the north end of the NWARA. The current highway system providing access to the primary airport entrance does not safely and efficiently accommodate the existing traffic mix of automobiles, trucks, farm equipment, school buses and mail carriers. The proposed access road would extend eight miles and be designed for a speed of 70 miles per hour with full access control between interchanges. Two lanes would be constructed to provide an acceptable initial level of service, while a full right-of-way (ROW) width, consisting of an average of 300 feet, would be purchased for the proposed ultimate four-lane facility. The intermodal access road would connect to the southern entrance to the NWARA at Highway 264 and connect at the eastern end to Interstate 540 (I-540). Portions of the facility would be co-located with the Springdale Northern Bypass (SNB), which received a Record of Decision on the selected alternative in 2006. Connection to I-540 would be through a full access-controlled interchange. The terminus at the airport for the initial two-lane facility would be a signalized intersection; however, a grade separation at Highway 264 would be constructed for the ultimate four-lane facility. Highway 112 and several county roads would be crossed by grade separations. Two corridors (Corridors 4AB and 5AB), beginning at the airport and terminating at the SNB interchange west of Highway 112, along with a No Action Alternative are evaluated in this draft EIS. The two corridors are essentially parallel. The portion of the intermodal access road from the interchange with the SNB to I-540, designated as Corridor BC, is the same for both corridors, representing that portion of the SNB that is common to both highway projects. Both toll and no toll options are being considered for the NWARA intermodal access road and total costs are estimated at $92 million to $93 million. POSITIVE IMPACTS: The proposed facility would provide improved vehicle access to the NWARA. Sharing portions of the access road with the Springdale Northern Bypass would not only minimize direct impacts, but also would reduce overall construction cost and reduce or minimize cumulative impacts associated with the two projects. NEGATIVE IMPACTS: New ROW for Corridors 4AB and 5AB would displace 21.7 to 25.9 acres of prime farmland, 10.9 to 18.6 acres of important farmland, and 242 to 249.3 acres of biotic communities. Two streams and 11 acres of floodplain would be crossed. Three to five residences and two to eight other relocations would be required. Traffic noise in the entire corridor is projected to impact 57 to 61 residential units, one school, and one park building. 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: 120337, Draft EIS--191 pages, Appendices--568 pages, October 26, 2012 PY - 2012 KW - Air Transportation KW - Agency number: FHWA-AR-EIS-06-1-D KW - Airports KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Arkansas 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/1317822792?accountid=14244 L2 - http://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=2012-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+ARKANSAS+REGIONAL+AIRPORT+INTERMODAL+ACCESS+ROAD%2C+BENTON+COUNTY%2C+ARKANSAS.&rft.title=NORTHWEST+ARKANSAS+REGIONAL+AIRPORT+INTERMODAL+ACCESS+ROAD%2C+BENTON+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2013-03-01 N1 - SuppNotes - Draft. Preparation date: October 26, 2012 N1 - Last updated - 2013-03-20 ER - TY - RPRT T1 - KODIAK AIRPORT RUNWAY SAFETY AREA IMPROVEMENTS, KODIAK, ALASKA. AN - 1316369653; 15526 AB - PURPOSE: The improvement of runway safety areas (RSAs) for two runways at the Kodiak Island Airport on Kodiak Island, Alaska is proposed. Kodiak Airport is situated along the shoreline of Womens Bay to the southwest and St. Paul Harbor to the northeast, in Chiniak Bay. The Buskin River and its estuary flow into the ocean and are located directly north of the Airport. The U.S. Coast Guard owns the Kodiak Airport lands and facilities and leases these to the Alaska Department of Transportation and Public Facilities. The RSAs at the ends of runways 18/36 and 7/25 do not meet the Federal Aviation Administration (FAA) design standard for the aircraft commonly using these runways. Due to natural physical barriers and runway length requirements, relocation or re-alignment of runways, reduction in runway length, and declared distances were determined to not be reasonable alternatives for improving the RSAs. The proposed project would involve fill into submerged lands that are a part of the Alaska Maritime National Wildlife Refuge. Key issues include those related to natural resources and recreation near the Buskin River, cultural/traditional issues and subsistence, socioeconomics, and threatened, endangered, and sensitive species. This draft EIS considers three alternatives for runway 07/25 and seven alternatives for runway 18/36, including No Action alternatives for comparison. The preferred alternative for runway 07/25 (Alternative 2) would improve the RSA on the primary, east-west runway by placing fill into marine waters east of runway end 25. A 600-foot long RSA would be constructed that includes an engineered materials arresting system (EMAS) bed measuring 340 feet long by 170 feet wide. The preferred alternative for runway 18/36 (Alternative 7) would improve the RSAs on both ends of the north-south runway. At the north, runway end 18, no additional disturbance would occur beyond the current airport boundary, but an EMAS bed measuring about 155 feet long by 170 feet wide would be installed on the existing pavement. At the south, runway end 36, the runway would be shifted 240 feet further south, and a 360-foot RSA would be constructed, for a combined 600 linear feet of new fill beyond the existing runway threshold. Construction of the proposed project would occur over approximately two years. POSITIVE IMPACTS: The safety improvements would meet FAA standards to the extent practicable by the statutory deadline of December 31, 2015. The improvements would make Kodiak Airport safer for all passengers and pilots, and reduce the potential for damage to planes in the event of a runoff overshoot, undershoot, or veeroff. NEGATIVE IMPACTS: Implementation would result in placement of 339,090 cubic yards of clean fill material in 17.8 acres of intertidal and subtidal waters of the U.S. and 0.11 acre of wetlands. Runway 07/25 Alternative 2 would change the substrate, gradient, and freshwater influence of existing habitats, resulting in major impacts to Buskin River salmonids. Fill placed off of Runway end 36 into St. Paul Harbor would have a direct, adverse effect on marine waters with concurrent direct loss of aquatic habitat and substrate. Five special-status waterbird species, Northern sea otter, and Steller sea lion would be affected. Subsistence resources that are tied to the cultural practices of the local Alaska Native community may be significantly affected in the long-term and the decline in salmonid abundance would reduce the value of the Buskin River State Recreation Site in terms of sport fishing. LEGAL MANDATES: Alaska National Interest Lands Conservation Act of 1980 (P.L. 96-487), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120329, Draft EIS--940 pages, Appendices--1,441 pages, October 19, 2012 PY - 2012 KW - Air Transportation KW - Airports KW - Biologic Assessments KW - Birds KW - Cultural Resources KW - Cultural Resources Assessments KW - Environmental Justice KW - Fish KW - Fisheries KW - Harbors KW - Marine Mammals KW - Noise Assessments KW - Preserves KW - Recreation Resources KW - Rivers KW - Safety KW - Subsistence KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Alaska Maritime National Wildlife Refuge KW - Buskin River KW - Alaska National Interest Lands Conservation Act of 1980, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1316369653?accountid=14244 L2 - http://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=2012-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KODIAK+AIRPORT+RUNWAY+SAFETY+AREA+IMPROVEMENTS%2C+KODIAK%2C+ALASKA.&rft.title=KODIAK+AIRPORT+RUNWAY+SAFETY+AREA+IMPROVEMENTS%2C+KODIAK%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT N1 - Date revised - 2013-03-01 N1 - SuppNotes - Draft. Preparation date: October 19, 2012 N1 - Last updated - 2013-03-14 ER - TY - RPRT T1 - JAMES WHITE PARKWAY (STATE ROUTE 71) FROM CHAPMAN HIGHWAY TO MOODY AVENUE, KNOX COUNTY, TENNESSEE. AN - 1316369650; 15525 AB - PURPOSE: The extension of James White Parkway (State Route 71) in Knox County, Tennessee is proposed. The new facility would connect the current terminus of State Route 71 (SR-71) at Moody Avenue in South Knoxville to Chapman Highway near the existing Governor John Sevier Highway (SR-168). The northern half and extreme southern end of the proposed James White Parkway lie within the city limits of the Knoxville, while the remainder is in the unincorporated portions of southern Knox County. Chapman Highway is the only north-south arterial connecting South Knoxville with the Central Business District Loop and the traffic demand along this facility often exceeds its capacity. A No Build Alternative and three build alternatives are considered in this draft EIS. All of the build alternatives would include construction of a four-lane, fully access controlled facility extending from Governor John Sevier Highway northwestward to the existing terminus of James White Parkway at Moody Avenue. The alignment would consist of four 12-foot-wide traffic lanes (two in each direction) divided by a depressed median. Outside shoulders would be 12 feet wide, and inside shoulders would be six feet wide. The minimum right-of-way (ROW) would be 300 feet wide. The design speed of the roadway would be 60 miles per hour, but the actual posted speed could be lower based on input from local officials. One interchange would be located near the center of each of the alignments at Sevierville Pike to provide access to the roadway for local traffic. The three build alternatives would utilize the same general design with variations in the alignment footprints, especially at the southern end along Governor John Sevier Highway and at the southern termini at Chapman Highway. The Green Alternative alignment extends 4.7 miles and would not require any substantial improvements along Governor John Sevier Highway beyond the proposed new interchange with the new alignment. The Blue Alternative alignment is a total of 5.0 miles long and would require improvements along 0.62 miles of existing Governor John Sevier Highway involving widening the existing roadway to four traffic lanes to support additional traffic. The Red Alternative alignment is a total of 5.2 miles long and would require improvements along 0.87 miles of existing Governor John Sevier Highway. Total costs for the Green, Blue, and Red alternatives are estimated in 2009 dollars at $103.9 million, $104.1 million, and $106.9 million, respectively. POSITIVE IMPACTS: The proposed roadway would relieve traffic congestion on existing roads, provide a more efficient connection between the fast growing areas of southern Knox County and the Seymour portion of Sevier County and downtown Knoxville, and provide safer travel by reducing congestion-related accidents along existing roadways in the project vicinity. NEGATIVE IMPACTS: Construction would impact streams, wet weather conveyances, aquatic and terrestrial habitats, forests, and karst features such as sinkholes, groundwater drainages, springs, and caves. Some habitat considered suitable for federally or state-listed species, including endangered Indiana bats, could be affected. New ROW requirements would displace up to 68 residential/household units, up to five businesses, and one church. The project would result in the initial take of 0.79 acres of the William Hastie Natural Area, but with proposed mitigation, the size of the park would be increased by a total of 0.43 acres. Noise impacts are expected to affect 24 to 35 properties. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120328, Draft EIS--430 pages, Appendices--721 pages, October 19, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Creeks KW - Cultural Resources Surveys KW - Geologic Assessments KW - Highway Structures KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Vegetation KW - Wildlife Habitat KW - Tennessee KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1316369650?accountid=14244 L2 - http://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=2012-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JAMES+WHITE+PARKWAY+%28STATE+ROUTE+71%29+FROM+CHAPMAN+HIGHWAY+TO+MOODY+AVENUE%2C+KNOX+COUNTY%2C+TENNESSEE.&rft.title=JAMES+WHITE+PARKWAY+%28STATE+ROUTE+71%29+FROM+CHAPMAN+HIGHWAY+TO+MOODY+AVENUE%2C+KNOX+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 - 2013-03-01 N1 - SuppNotes - Draft. Preparation date: October 19, 2012 N1 - Last updated - 2013-03-14 ER - TY - RPRT T1 - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 1316369647; 15524 AB - PURPOSE: Improvements to the Interstate 80 (I-80)/Interstate 680 (I-680)/State Route 12 (SR 12) interchange in the vicinity of the city of Fairfield, Solano County, California are proposed. The existing interchange complex was constructed about 40 years ago, and current traffic demands result in congestion, delays, and unacceptable levels of service. The project area covers 13 miles encompassing all three highways and the proposed action involves improvements on a 6.2-mile-long segment of I-80 between Red Top Road and Abernathy Road, a 3.1-mile-long segment of I-680 between Gold Hill Road and I-80, a 1.1-mile-long segment of SR 12 West (SR 12W) between 0.5 mile west of Red Top Road and I-80, and a 3.0-mile-long segment of SR 12 East (SR 12E) between I-80 and Main Street in Suisun City. In addition to a No Build Alternative (Alternative A), two full build alternatives (Alternative B and Alternative C) with fundable first phases are considered in this final EIS. Alternatives B and C would address comprehensive improvements to the interchange; the widening of I-680 and I-80; and the relocation, upgrade, and expansion of the westbound truck scales on I-80. Under Alternative B, the I-80/I-680 and I-80/SR 12W interchanges would be improved in place and a single interchange would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Alternative C, which is the preferred alternative, would involve realigning I-680 to the west to connect with the I-80/SR 12W interchange, and constructing two interchanges on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Alternative B, Phase 1 would improve the I-80/Green Valley Road, I-80/I-680, I-80/Suisun Valley Road, and the SR 12E/Beck Avenue interchanges. Alternative C, Phase 1 would realign I-680 to the west to connect with the I-80/SR 12W interchange and provide direct connections between all highways except eastbound SR 12W and southbound I-680. Red Top Road would be extended to meet Business Center Drive and interchanges at SR 12W/Red Top Road, I-80/Red Top Road, I-80/Green Valley Road, and I-680/Red Top Road would be constructed or improved. A third lane would be added to SR 12 East from west of Chadbourne Road Undercrossing to the Webster Street exit. POSITIVE IMPACTS: The improvements would ease traffic congestion through the I-80/I-680/SR12 interchange complex, encourage the use of high-occupancy vehicle lanes and ridesharing, accommodate projected growth, and improve safety. The amount of cut-through traffic on local roads would be reduced and inspection and enforcement at truck scales would be facilitated. NEGATIVE IMPACTS: Construction would disturb and displace vegetation, woodlands, wetlands, and wildlife habitat, including habitat for California red-legged frog, California tiger salamander, and Swainsons hawk. New impervious surfaces could increase pollutants entering streams with adverse effects to fish species, including central California coast steelhead. The full build of Alternative C would displace 185 acres of farmland and one residence. Ten of the required 144 partial and 32 full business acquisitions would impact environmental justice groups. 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 10-0492D, Volume 34, Number 2. JF - EPA number: 120327, Volume 1 --1,300 pages, Volume 2--194 oversize maps, October 19, 2012 PY - 2012 KW - Roads and Railroads KW - Birds KW - Creeks KW - Environmental Justice KW - Farmlands KW - Fish KW - Land Acquisitions KW - Highway Structures KW - Highways KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat 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/1316369647?accountid=14244 L2 - http://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=2012-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2013-03-01 N1 - SuppNotes - Final. Preparation date: October 19, 2012 N1 - Last updated - 2013-03-14 ER - TY - RPRT T1 - STEHEKIN RIVER CORRIDOR IMPLEMENTATION PLAN, LAKE CHELAN NATIONAL RECREATION AREA, NORTH CASCADES NATIONAL PARK SERVICE COMPLEX, WASHINGTON. AN - 1314697817; 15522 AB - PURPOSE: Management actions to respond to the increased magnitude and frequency of flooding in the Stehekin River corridor within Lake Chelan National Recreation Area (NRA), North Cascades National Park Service Complex, Washington are proposed. The project area includes the lower Stehekin Valley, from High Bridge to the head of Lake Chelan, including Weaver Point. Land ownership includes a patchwork of public land and 460 acres of private lands. Recent major floods and resultant channel changes on the lower Stehekin River have intensified flood and erosion threats to National Park Service (NPS) facilities and are impacting natural resources within Lake Chelan NRA. Three of the largest floods on record have occurred since 1995 and the NPS has spent more than $3 million to protect public roads and facilities and to repair damage. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Actions called for by the 1995 Lake Chelan NRA General Management Plan that would be implemented under all alternatives include: replacement and relocation/construction of the NPS maintenance compound; replacement and relocation/construction of administrative housing in the same area; creation of a Lower Valley Trail that connects Stehekin Landing to High Bridge; and the ongoing use of land acquisition and exchange to remove development from the Stehekin River floodplain. The Company Creek Road would be maintained in its existing alignment and existing erosion protection measures along the Stehekin Valley and Company Creek roads would be maintained, including the 400-foot-long levee constructed in the 1980s. Actions under Alternative 2 would include: rerouting the Stehekin Valley Road out of the channel migration zone around McGregor Meadows and the Lower Field; identification of new land protection priorities through a revised Land Protection Plan (LPP); and implementation of erosion protection measures at three sites. Alternative 3 would reroute the Stehekin Valley Road out of the channel migration zone only around McGregor Meadows and would implement erosion protection measures at five sites. Alternative 4 would maintain the alignment of the Stehekin Valley Road, including raising it through McGregor Meadows. New land protection priorities would be less than under Alternative 2 and erosion protection measures would be implemented at seven sites. The preferred plan (Alternative 5) modifies Alternative 2 to provide a 1,000-foot-long access road from the reroute of Stehekin Valley Road to McGregor Meadows. Alternative 5 would identify LPP priorities based on revised criteria that focus primarily on flood and erosion threats. POSITIVE IMPACTS: Implementation would help the NPS to operate and maintain administrative facilities, public access roads, trails, and campgrounds; protect water quality, scenic values, habitat, and natural processes of the Stehekin River; and continue visitor services, including those services and facilities found on private lands. NEGATIVE IMPACTS: The installation of new erosion protection structures would add to cumulative effects on the Stehekin River. Management of large wood debris and proliferation of bank protection measures have the potential to increase the spread of nonnative plants. Construction of the new road and new NPS facilities would create short- and long-term disturbances to land use, vegetation and soils, water quality, and wildlife. The reroute could disturb a nesting site for northern spotted owls. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0419D, Volume 34, Number 2. JF - EPA number: 120325, Final EIS--628 pages, Appendices--454 pages, Land Protection Plan--90 pages, October 12, 2012 PY - 2012 KW - Parks, Refuges and Forests KW - Bank Protection KW - Dikes KW - Erosion KW - Erosion Control KW - Flood Control KW - Flood Hazards KW - Flood Protection KW - Floodplains KW - Land Acquisitions KW - Land Management KW - National Parks KW - Recreation Facilities KW - Recreation Resources KW - Rivers KW - Roads KW - Trails KW - Vegetation Surveys KW - Lake Chelan National Recreation Area KW - North Cascades National Park KW - Stehekin River KW - Washington KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1314697817?accountid=14244 L2 - http://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=2012-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STEHEKIN+RIVER+CORRIDOR+IMPLEMENTATION+PLAN%2C+LAKE+CHELAN+NATIONAL+RECREATION+AREA%2C+NORTH+CASCADES+NATIONAL+PARK+SERVICE+COMPLEX%2C+WASHINGTON.&rft.title=STEHEKIN+RIVER+CORRIDOR+IMPLEMENTATION+PLAN%2C+LAKE+CHELAN+NATIONAL+RECREATION+AREA%2C+NORTH+CASCADES+NATIONAL+PARK+SERVICE+COMPLEX%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Sedro-Woolley, Washington; DOI N1 - Date revised - 2013-03-01 N1 - SuppNotes - Final. Preparation date: October 12, 2012 N1 - Last updated - 2013-03-06 ER - TY - RPRT T1 - SOUTHWEST TRANSITWAY, HENNEPIN COUNTY, MINNESOTA. AN - 1314697812; 15517 AB - PURPOSE: The construction and operation of 15 miles of light rail transit (LRT) to improve transit service in the Minneapolis/St. Paul region of Minnesota is proposed. The Southwest Transitway would connect downtown Minneapolis to the cities of St. Louis Park, Hopkins, Edina, Minnetonka, and Eden Prairie. The study corridor is bounded by Interstate 494 (I-494) to the south, the Hennepin County Regional Railroad Authority (HCRRA) right-of-way (ROW) and I-494 to the west, Trunk Highway (TH) 169 south of Excelsior Boulevard and I-35W south of downtown Minneapolis to the east, and I-394 to the north. The roadway network is primarily oriented north-south and east-west, while a significant portion of the travel movement is northeast/southwest to/from downtown Minneapolis. The Southwest Transitway would expand the regions transitway system (Hiawatha LRT line, Northstar Commuter Rail, and the under-construction Central Corridor LRT line) and operate in a combination of environments including operations in abandoned freight rail ROW acquired by HCRRA, at-grade operations in street and trunk highway ROW, and operations in new ROW that would be acquired from public and private entities. In addition, the line would operate in very limited sections of elevated structure and tunnel to avoid at-grade crossings of major roadways and the Canadian Pacific freight rail line in Hopkins. Seven alternatives, including a No Build Alternative, are evaluated in this draft EIS. The Enhanced Bus Alternative would include two new limited-stop bus routes providing service between Eden Prairie and downtown Minneapolis, with stops in Minnetonka, Hopkins, and St. Louis Park. Build Alternatives LRT 1A, LRT 3A, LRT 3C-1 (Nicollet Mall), and LRT 3C-2 (11th/12th Street) would require the relocation of freight rail currently operating along Bass Lake Spur and the Cedar Lake Junction, along with improvements consisting of upgrading the track to 136-pound continuously welded rails. Once these improvements are complete, the current freight rail trains operating along Bass Lake Spur and the Cedar Lake Junction between just east of Louisiana Avenue in St. Louis Park and Penn Avenue in Minneapolis would be relocated to the Minneapolis, Northfield and Southern Railway (MN&S) line. The implementation of the freight rail relocation would also include the closure of the existing 29th Street at-grade crossing. Alternative LRT 3A-1 would involve co-location of LRT and Twin Cities & Western Railroad Company (TC&W) freight rail service on reconstructed freight rail tracks on the Canadian Pacific Bass Lake Spur and HCRRAs Cedar Lake (Kenilworth Corridor). LRT 3A is the locally preferred alternative (LPA). POSITIVE IMPACTS: The Southwest Transitway would add system capacity in an area of high travel demand, respond to residential and employment growth, and provide a competitive travel option for transit dependent populations. Under the LPA, the TC&W would continue to function as an efficient freight transportation service and a viable privately held economic enterprise. NEGATIVE IMPACTS: Construction would generate noise, fugitive dust, and traffic delays, and would impact 0.9 acres of wetlands and 1.2 to 3.8 acres of floodplains. New ROW requirements would result in 65 to 384 property acquisitions and could adversely affect historic properties and districts. The LRT 3C1 and LRT 3C2 alternatives could disproportionately impact low-income groups. Noise and vibration impacts would affect 201 to 358 receptors and 105 to 258 receptors, respectively. 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.), National Historic Preservation Act of 1966 (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: 120320, Draft EIS--676 pages, Appendices--832 pages, Engineering Drawings--148 pages, Technical Reports--1,516 pages, October 12, 2012 PY - 2012 KW - Roads and Railroads KW - Central Business Districts KW - Environmental Justice KW - Floodplains KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Minnesota KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1314697812?accountid=14244 L2 - http://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=2012-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+TRANSITWAY%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.title=SOUTHWEST+TRANSITWAY%2C+HENNEPIN+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Chicago, Illinois; DOT N1 - Date revised - 2013-03-01 N1 - SuppNotes - Draft. Preparation date: October 12, 2012 N1 - Last updated - 2013-03-06 ER - TY - JOUR T1 - Experimental modal analysis of railway concrete sleepers with cracks AN - 1257748904; 17440207 AB - Concrete sleepers are essential components of the conventional railway. As support elements, sleepers are always subjective to a variety of time-dependent loads attributable to the train operations, either wheel or rail abnormalities. It has been observed that the sleepers may deteriorate due to these loads, inducing the formation of hairline cracks. There are two areas along the sleepers that are more prone to crack: the central and the rail seat sections. Several non-destructive methods have been developed to identify failures in structures. Health monitoring techniques are based on vibration responses measurements, which help engineers to identify the vibration-based damage or remotely monitor the sleeper health. In the present paper, the dynamic effects of the cracks in the vibration signatures of the railway pre-stressed concrete sleepers are investigated. The experimental modal analysis has been used to evaluate the modal bending changes in the vibration characteristics of the sleepers, differentiating between the central and the rail seat locations of the cracks. Modal parameters changes of the 'healthy' and cracked sleepers have been highlighted in terms of natural frequencies and modal damping. The paper concludes with a discussion of the most suitable failure indicator and it defines the vibration signatures of intact, central cracked and rail seat cracked sleepers. JF - Structural Engineering and Mechanics AU - Real, J I AU - Sanchez, M E AU - Real, T AU - Sanchez, F J AU - Zamorano, C AD - Department of Transportation Engineering and Infrastructures, School of Civil Engineering, Technical University of Valencia, 14 Camino de Vera, 46022 Valencia, Spain, jureaher@tra.upv.es Y1 - 2012/10/10/ PY - 2012 DA - 2012 Oct 10 SP - 51 EP - 60 PB - Techno-Press, P.O. Box 33 Yusong Taejon 305-600 Korea, Republic of VL - 44 IS - 1 SN - 1225-4568, 1225-4568 KW - Health & Safety Science Abstracts KW - Vibration KW - Railroads KW - Structural engineering KW - Locomotives KW - Concrete KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1257748904?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=Structural+Engineering+and+Mechanics&rft.atitle=Experimental+modal+analysis+of+railway+concrete+sleepers+with+cracks&rft.au=Real%2C+J+I%3BSanchez%2C+M+E%3BReal%2C+T%3BSanchez%2C+F+J%3BZamorano%2C+C&rft.aulast=Real&rft.aufirst=J&rft.date=2012-10-10&rft.volume=44&rft.issue=1&rft.spage=51&rft.isbn=&rft.btitle=&rft.title=Structural+Engineering+and+Mechanics&rft.issn=12254568&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-12-01 N1 - Number of references - 20 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Railroads; Vibration; Structural engineering; Locomotives; Concrete ER - TY - RPRT T1 - CATTLE POINT ROAD REALIGNMENT PROJECT, SAN JUAN ISLAND NATIONAL HISTORICAL PARK AND CATTLE POINT NATURAL RESOURCES CONSERVATION AREA, SAN JUAN COUNTY, WASHINGTON. AN - 1314486933; 15510 AB - PURPOSE: The realignment of a portion of the Cattle Point Road located in the San Juan Island National Historical Park and Cattle Point Natural Resources Conservation Area about eight miles south of Friday Harbor, San Juan County, Washington is proposed. Coastal wind and wave action is eroding the base of the bluff that supports the road and is threatening approximately 500 feet of the roadway which is classified as a rural major collector. At the current erosion rate, it is estimated that the bluff scarp would reach a point two feet horizontal-distance from the outside face of the guardrail post in about 14 years and eventually cause roadway damage and closure. Cattle Point Road provides the only road access to the Cattle Point area, which includes lands within the park as well as state and privately-owned land on the southeast tip of the island. The road allows pedestrians, bicyclists, and visitors traveling by vehicle to enjoy the features of the area and provides the only road access for approximately 270 residents. The portion of road in the project area is owned and maintained by San Juan County. Four alternatives, including a No Action Alternative (Alternative A), are evaluated in this final EIS. Alternative B, Hybrid Mid-Slope Realignment, is the preferred alternative and would involve realigning approximately 4,950 feet of the Cattle Point Road to the north about 300 feet from its present location. Alternative C would involve a short realignment to the north of the existing road almost entirely within a bored tunnel to reduce the visual impacts of the realignment. Under Alternative D, a mid-slope realignment to the north of the existing road would utilize a short tunnel to lower the road profile through the top of the ridgeline. Construction costs for realignment alternatives B, C, and D are estimated at $5 to $8 million, $55 to $65 million, and $30 to $40 million, respectively. POSITIVE IMPACTS: Realignment of the road away from the eroding bluff would maintain safe vehicular, bicycle, and pedestrian road access to the Cattle Point area through the San Juan Island National Historical Park. NEGATIVE IMPACTS: The road realignment would pass through a section of previously undisturbed grassland prairie and construction of the preferred alternative would result in 17 acres of temporary soil disturbance, 13 acres of which would be restored and revegetated. Four acres would be covered by new impermeable road surface, but three acres would be recovered from the abandoned road section. Wildlife and bird species would be displaced by ground disturbing activities. The Mt. Finlayson Trail would be directly impacted and long term visual impacts of the new road alignment when viewed from the Cattle Point peninsula, offshore, and from neighboring islands would be moderate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0417D, Volume 34, Number 2. JF - EPA number: 120313, 384 pages, October 5, 2012 PY - 2012 KW - Parks, Refuges and Forests KW - Agency number: FHWA WA PLD SAJH 10(1) KW - Coastal Zones KW - Erosion KW - Islands KW - National Parks KW - Roads KW - Safety KW - Scenic Areas KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - San Juan Island National Historical Park KW - Washington KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1314486933?accountid=14244 L2 - http://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=2012-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CATTLE+POINT+ROAD+REALIGNMENT+PROJECT%2C+SAN+JUAN+ISLAND+NATIONAL+HISTORICAL+PARK+AND+CATTLE+POINT+NATURAL+RESOURCES+CONSERVATION+AREA%2C+SAN+JUAN+COUNTY%2C+WASHINGTON.&rft.title=CATTLE+POINT+ROAD+REALIGNMENT+PROJECT%2C+SAN+JUAN+ISLAND+NATIONAL+HISTORICAL+PARK+AND+CATTLE+POINT+NATURAL+RESOURCES+CONSERVATION+AREA%2C+SAN+JUAN+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT N1 - Date revised - 2013-03-01 N1 - SuppNotes - Final. Preparation date: October 5, 2012 N1 - Last updated - 2013-03-05 ER - TY - RPRT T1 - INTERSTATE 90 SNOQUALMIE PASS EAST, KITTITAS COUNTY, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2008). AN - 1314486927; 15508 AB - PURPOSE: A design modification to the Interstate 90 (I-90) Snoqualmie Pass East Project, in Kittitas County, Washington is proposed. The Federal Highway Administration and the Washington Department of Transportation prepared a 2005 draft EIS and a 2008 final EIS for proposed improvements to a 15-mile portion of I-90 immediately east of Snoqualmie Pass in the Cascade Mountains, from Hyak at milepost 55.1 to Easton at milepost 70.3. This stretch of I-90 passes through the Okanogan-Wenatchee National Forest. In fall 2011, the contractor constructing the portion of the I-90 project that encompasses the snowshed along Keechelus Lake proposed a design modification that would replace the existing snowshed with eastbound and westbound avalanche bridges instead of the expanded snowshed included in the alternative selected in the 2008 Record of Decision. This draft supplemental EIS considers the two design options for the portion of I-90 between milepost 57.9 and milepost 58.4. Both design options meet the I-90 project purpose and need, cost about the same to construct, occupy roughly the same footprint, and result in similar impacts to natural resources. The snowshed would minimize the need for highway closures due to avalanches, avalanche control, and rock fall. However, this enclosed structure requires fire and life-safety systems that are expensive to operate and maintain. The proposed bridges would provide comparable avalanche and rock fall protection and avoid the need for fire and life-safety systems. The annual cost to operate and maintain the bridges and the snowshed are estimated at $100,000 and over $750,000, respectively. POSITIVE IMPACTS: The proposed avalanche bridges would result in potential cost savings of $48 million over the 75-year design life of the structures. NEGATIVE IMPACTS: The avalanche bridges would impact 3.3 acres more terrestrial habitat and require acquisition of additional highway easement area as compared to the snowshed option 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 Forest Management Act of 1976 (16 U.S.C. 1600 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 05-0640D, Volume 29, Number 4 and 08-0462F, Volume 32, Number 4, respectively. JF - EPA number: 120311, 124 pages, October 5, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-05-01-DS KW - Biologic Assessments KW - Forests KW - Geologic Surveys KW - Highways KW - Highway Structures KW - Lakes KW - Recreation Resources KW - Safety KW - Transportation KW - Visual Resources Surveys KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Okanogan-Wenatcheee National Forest KW - Washington KW - Department of Transportation Act of 1966, Recreational Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Forest Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1314486927?accountid=14244 L2 - http://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=2012-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+90+SNOQUALMIE+PASS+EAST%2C+KITTITAS+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2008%29.&rft.title=INTERSTATE+90+SNOQUALMIE+PASS+EAST%2C+KITTITAS+COUNTY%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2008%29.&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 - 2013-03-01 N1 - SuppNotes - Draft. Preparation date: October 5, 2012 N1 - Last updated - 2013-03-05 ER - TY - JOUR T1 - Comparative Analysis on Speed Characteristics Between BRT and Normal Bus Transit on Same Line AN - 1770353131; 17497005 AB - According to the operation characteristics of BRT-1 and Normal Bus Transit on Beiyuan Street in Jinan, speed data of Bus Rapid Transit and Normal Bus Transit were collected with bus-following approach and license-plate approach, the differences of running speed, travel speed and operational speed between stations were analyzed comparatively, and the interval operational speed of BRT-1 and Normal Bus Transit which is on same line was analyzed by test for goodness of fit and non-parametric hypothesis testing method of two independent samples. Comprehensive analysis indicates that: the speed characteristics of BRT is better than Normal Bus Transit which is on the same line as BRT, and their operational speed distribution exist significant difference. JF - Journal of Wuhan University of Technology (Transportation Science & Engineering) AU - Cai, Z AU - Bing, Q AD - Department of Transportation and Logistics Engineering, Shandong Jiaotong University, Jinan 250023, China Y1 - 2012/10// PY - 2012 DA - October 2012 SP - 917 EP - 921 PB - China Educational Publications Import and Export Corp., 15 Xueyuan Road Beijing 100083 China VL - 36 IS - 5 SN - 2095-3844, 2095-3844 KW - Mechanical & Transportation Engineering Abstracts (MT); Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Goodness of fit KW - Transportation KW - Stations KW - Running KW - Transit KW - Rapid transit KW - Intervals KW - Buses (vehicles) UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1770353131?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=Journal+of+Wuhan+University+of+Technology+%28Transportation+Science+%26+Engineering%29&rft.atitle=Comparative+Analysis+on+Speed+Characteristics+Between+BRT+and+Normal+Bus+Transit+on+Same+Line&rft.au=Cai%2C+Z%3BBing%2C+Q&rft.aulast=Cai&rft.aufirst=Z&rft.date=2012-10-01&rft.volume=36&rft.issue=5&rft.spage=917&rft.isbn=&rft.btitle=&rft.title=Journal+of+Wuhan+University+of+Technology+%28Transportation+Science+%26+Engineering%29&rft.issn=20953844&rft_id=info:doi/10.3963%2Fj.issn.2095-3844.2012.05.010 LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Last updated - 2016-04-04 DO - http://dx.doi.org/10.3963/j.issn.2095-3844.2012.05.010 ER - TY - JOUR T1 - Multi-criteria Approach to Journal Collection Evaluation Based on Citation Analysis Method TT - Transliterated title not available. AN - 1680141452; 201504115 AB - The decision-makers of academic library need to face the serious problem about the journal collection evaluation every year, especially in the case of in lack of library funding. This paper proposed a multiple criteria evaluation model based on the citation analysis method. Three criteria of this model are (1) the cited number of library patrons; (2) core journal list proposed by Taiwanese experts and (3) JCR journal list of the high impact factor. In addition to the establishment of the evaluation model, a decision support system, of which not only with the citation data analysis but also having a flexible mechanism for decision makers is provided. The results clearly showed that this evaluation model and decision support system can be drawn from the data of cited ratio and the journal list of Bradford's Law Area. It also showed that the institutional patrons never been cited data, this information can be used as important reference for library manager to delete journal title every year. Adapted from the source document. JF - Journal of Library and Information Science (Taipei) AU - Hwang, Ming-Jiu AU - Liang, Shih-Wan AD - Department of Transportation Technology and Management, National Chiao Tung University, Taiwan (R.O.C mjhwang@lib.nctu.edu.tw Y1 - 2012/10// PY - 2012 DA - October 2012 SP - 52 EP - 70 PB - Graduate Institute of Library & Information Studies, National Taiwan Normal University, Taipei, R.O.C., Taiwan VL - 38 IS - 2 SN - 0363-3640, 0363-3640 KW - Citation Analysis KW - Journal Collection Evaluation KW - Core Journal KW - Decision Support System KW - Scholarly publishing KW - Methods KW - Citation analysis KW - Academic libraries KW - Collection analysis KW - article KW - 9.12: TECHNICAL SERVICES - COLLECTION DEVELOPMENT UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1680141452?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%3Alisa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Library+and+Information+Science+%28Taipei%29&rft.atitle=Multi-criteria+Approach+to+Journal+Collection+Evaluation+Based+on+Citation+Analysis+Method&rft.au=Hwang%2C+Ming-Jiu%3BLiang%2C+Shih-Wan&rft.aulast=Hwang&rft.aufirst=Ming-Jiu&rft.date=2012-10-01&rft.volume=38&rft.issue=2&rft.spage=52&rft.isbn=&rft.btitle=&rft.title=Journal+of+Library+and+Information+Science+%28Taipei%29&rft.issn=03633640&rft_id=info:doi/ LA - Japanese DB - Library & Information Science Abstracts (LISA) N1 - Date revised - 2015-06-01 N1 - Last updated - 2016-09-27 N1 - SubjectsTermNotLitGenreText - Scholarly publishing; Collection analysis; Citation analysis; Methods; Academic libraries ER - TY - JOUR T1 - High-Speed Rail Versus Air Transportation Case Study of Madrid-Barcelona, Spain AN - 1671502127; 17570535 AB - Travel time savings, better quality of supplied services, greater comfort for users, and improved accessibility are the main factors of success for high-speed rail (HSR) links. In this paper, results are presented from a revealed and stated preference survey concerning HSR and air transport users in the Madrid-Barcelona, Spain, corridor. The data gathered from the stated preference survey were used to calibrate a modal choice model aimed at explaining competition between HSR and air transportation in the corridor. The major findings of the paper describe the demand response to different policy scenarios considering improvements in the level of transport services. From the model, prices and service frequency were found to be among the most important variables in competing with the other mode. In addition, it was found that check-in and security controls at the airport are a crucial variable for users in making their modal choices. Other policies, such as the improvement of parking facilities at train stations, play a secondary role. JF - Transportation Research Record AU - Pagliara, Francesca AU - Vassallo, Jose Manuel AU - Roman, Concepcion AD - Department of Transportation Engineering, University of Naples Federico II, Via Claudio 21, Naples 80125, Italy Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 10 EP - 17 PB - Transportation Research Board IS - 2289 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Policies KW - Mathematical models KW - Rails KW - Air transportation KW - Corridors KW - High speed KW - Modal choice KW - Trains UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1671502127?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+Record&rft.atitle=High-Speed+Rail+Versus+Air+Transportation+Case+Study+of+Madrid-Barcelona%2C+Spain&rft.au=Pagliara%2C+Francesca%3BVassallo%2C+Jose+Manuel%3BRoman%2C+Concepcion&rft.aulast=Pagliara&rft.aufirst=Francesca&rft.date=2012-10-01&rft.volume=&rft.issue=2289&rft.spage=10&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2289-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 21 N1 - Last updated - 2015-04-09 DO - http://dx.doi.org/10.3141/2289-02 ER - TY - JOUR T1 - Toward Zero Deaths: A National Strategy for Highway Safety AN - 1367483376; 17495443 AB - Highway fatalities have decreased in the past few years, but each year--each day--an unacceptable number of people die on the nation's roads. Last year, 32,310 lives were lost, and in each of the past few years, more than 2.2 million people have been injured. These numbers should be considered a public health crisis. JF - TR News AU - Sorel, T K AU - Costales, TE AD - Minnesota Department of Transportation, USA Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 22 EP - 25,27-29 PB - Transportation Research Board IS - 282 SN - 0738-6826, 0738-6826 KW - Health & Safety Science Abstracts KW - Crises KW - Mortality KW - H 12000:Epidemiology and Public Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1367483376?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=TR+News&rft.atitle=Toward+Zero+Deaths%3A+A+National+Strategy+for+Highway+Safety&rft.au=Sorel%2C+T+K%3BCostales%2C+TE&rft.aulast=Sorel&rft.aufirst=T&rft.date=2012-10-01&rft.volume=&rft.issue=282&rft.spage=22&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-06-01 N1 - Last updated - 2014-02-21 N1 - SubjectsTermNotLitGenreText - Mortality ER - TY - JOUR T1 - Performance Evaluation of 1-394 MnPASS Express Lanes in Minnesota AN - 1315658311; 17570515 AB - In 2005 the Minnesota Department of Transportation (DOT) implemented the state's first optional toll lane project, the 1-394 MnPASS Express Lanes. Located in the western half of the Minneapolis-Saint Paul metropolitan area, the MnPASS Express Lanes project converted underperforming high-occupancy vehicle lanes on Interstate 394 into high-occupancy toll lanes that allowed solo drivers the opportunity to pay an electronic fee to bypass congestion. After more than 5 years of operational experience, Minnesota DOT conducted an evaluation to determine whether MnPASS Express Lanes have met performance expectations and goals. The results of this analysis indicate that the lanes are performing efficiently, are continuing to ensure free-flow speeds for all users, and are enhancing vehicle and person throughput In addition, the lanes generate sufficient revenue to cover operational costs. A recent survey indicates that MnPASS Express Lanes are providing users with value for their money in time savings and overall customer satisfaction. JF - Transportation Research Record AU - Buckeye, Kenneth R AD - Office of Policy Analysis Research and Innovation, Minnesota Department of Transportation, 395 John Ireland Boulevard, Saint Paul, MN 55155. kenneth buckeye@state.mn.us Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 153 EP - 162 PB - Transportation Research Board IS - 2278 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Customer satisfaction KW - Transportation KW - Lanes KW - Performance evaluation KW - Vehicles KW - Electronics KW - Drivers KW - Metropolitan areas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315658311?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+Record&rft.atitle=Performance+Evaluation+of+1-394+MnPASS+Express+Lanes+in+Minnesota&rft.au=Buckeye%2C+Kenneth+R&rft.aulast=Buckeye&rft.aufirst=Kenneth&rft.date=2012-10-01&rft.volume=&rft.issue=2278&rft.spage=153&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2278-17 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 8 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2278-17 ER - TY - JOUR T1 - Sensitivity Analysis of Data Set Sizes for Highway Safety Manual Calibration Factors AN - 1315651417; 17570527 AB - The Highway Safety Manual (HSM), Part C, presents crash prediction models for three types of facilities. Each of these models was developed with data from a few states. As noted in the HSM, "The general level of crash frequencies may vary substantially from one jurisdiction to another for a variety of reasons.... Therefore, for the Part C predictive models to provide results that are meaningful and accurate for each jurisdiction, it is important that they be calibrated for application in each jurisdiction." However, states may find the data requirements for calibration to be challenging. The HSM offers general recommendations for the size of the calibration data sets, but not much research is available to provide guidance to the states on how the quality of the calibration factor relates to the size of the calibration data set This research uses data from Washington State for rural two-lane, rural multilane, and urban or suburban arterial highway segments and evaluates the quality of the calibration factors generated from data sets of different sizes, that is, from various percentages of the complete data set Roadway and crash data are for the 3-year period from 2006 to 2008. The calibration factors generated from the whole data set for each highway type are considered the ideal calibration factors, and factors generated from different data set sizes are compared with these. The probability that the generated calibration factors fall within 5 % and 10 % of the ideal calibration factor is calculated. The results of this sensitivity analysis are reviewed, and recommendations are derived and presented. JF - Transportation Research Record AU - Banihashemi, Mohamadreza AD - GENEX Systems, c/o FHWA, Geometric Design Laboratory, Mail Stop HRDS-20, 6300 Georgetown Pike, McLean, VA 22101, mohamadreza.banihashemi.ctr@dot.gov Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 75 EP - 81 PB - Transportation Research Board IS - 2279 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, Washington KW - Transportation KW - Sensitivity analysis KW - Reviews KW - Jurisdiction KW - Prediction models KW - Highways KW - Rural areas KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315651417?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=Transportation+Research+Record&rft.atitle=Sensitivity+Analysis+of+Data+Set+Sizes+for+Highway+Safety+Manual+Calibration+Factors&rft.au=Banihashemi%2C+Mohamadreza&rft.aulast=Banihashemi&rft.aufirst=Mohamadreza&rft.date=2012-10-01&rft.volume=&rft.issue=2279&rft.spage=75&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2279-09 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 10 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; Sensitivity analysis; Reviews; Jurisdiction; Prediction models; Highways; Rural areas; USA, Washington DO - http://dx.doi.org/10.3141/2279-09 ER - TY - JOUR T1 - Source of Ballast Fouling and Influence Considerations for Condition Assessment Criteria AN - 1285091404; 17570545 AB - Railway ballast is a critical element in the railway track support structure. The ballast is often overlooked when inspection tools are developed for track. When ballast is not functioning correctly, the strength of the track structure may be inadequate and thus compromise track stability. Track stability-related failures vary from rapid deterioration with little warning to slow and progressive deterioration with often predictable required maintenance. Ballast-related deterioration is progressive and usually provides visual evidence to warn maintenance personnel of needed rehabilitation. However, the blocked drainage that develops with fouled ballast can result in a saturated roadbed that is not stable and could rapidly deteriorate to an unsafe condition with little warning. Although massive failures are rare, if a side hill fill or embankment deteriorates to the point of becoming susceptible to massive failure, then the challenge becomes evaluation. More detailed knowledge of the track support condition will be needed for a thorough evaluation than can be provided by current track inspections, except for costly detailed visual inspections. The current standard of practice for ballast inspection and maintenance can be improved to reduce the risk of sudden failure. Much of the required technology, knowledge, and resources is already available and being utilized under the current system. A more precise evaluation of ballast condition is essential to identify thresholds related to unsafe track support conditions and to support effective maintenance plans. JF - Transportation Research Record AU - Sussmann, Ted R AU - Ruel, Mario AU - Chrismer, Steven M AD - U.S. Department of Transportation, Volpe Center, 55 Broadway, Kendall Square, Cambridge, MA 02142, ted.sussmann@dot.gov Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 87 EP - 94 PB - Transportation Research Board IS - 2289 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Fouling KW - Transportation KW - Railroads KW - Drainage KW - Risk reduction KW - Inspection KW - Ballast KW - Maintenance KW - Hills KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1285091404?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=Transportation+Research+Record&rft.atitle=Source+of+Ballast+Fouling+and+Influence+Considerations+for+Condition+Assessment+Criteria&rft.au=Sussmann%2C+Ted+R%3BRuel%2C+Mario%3BChrismer%2C+Steven+M&rft.aulast=Sussmann&rft.aufirst=Ted&rft.date=2012-10-01&rft.volume=&rft.issue=2289&rft.spage=87&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2289-12 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 18 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Fouling; Transportation; Drainage; Railroads; Risk reduction; Inspection; Ballast; Maintenance; Hills DO - http://dx.doi.org/10.3141/2289-12 ER - TY - JOUR T1 - Relationship Between Freeway Flow Parameters and Safety and Its Implication for Adding Lanes AN - 1285086793; 17570532 AB - The decision to add lanes to a freeway is motivated by the need to relieve congestion. Practicing engineers and planners generally believe that the decreased congestion that results from adding lanes is associated with some degree of improved safety, yet the majority opinion of researchers is that accident rates increase as the number of lanes increases. In more than 70 years of modern road building, these conflicting views have not been reconciled. This paper first examines the relationship of traffic flow parameters, such as volume, density, and speed, with safety by calibrating corridor-specific safety performance functions. On the basis of an understanding of this relationship, a possible explanation of the effect that adding lanes has on safety is formulated. An empirical examination of the relationship of flow, density, and speed to the crash rate on selected freeways in Colorado suggests that, as the flow increases, the crash rate initially remains constant until a certain critical threshold combination of speed and density is reached. Once this threshold is exceeded, the crash rate rapidly rises. The rise in the crash rate may be because an increase in density without a notable reduction in speed produces headways so small that it becomes difficult or impossible to compensate for driver error. This model suggests that, after the construction of additional lanes, crash rates initially decline because of the lower traffic volume and density per lane. However, as development and rerouting occur, freeways with more lanes are expected to have higher crash rates that are attributable to the increased opportunities for lane change-related conflicts. JF - Transportation Research Record AU - Kononov, Jake AU - Reeves, David AU - Durso, Catherine AU - Allery, Bryan K AD - Colorado Department of Transportation, 4201 East Arkansas Avenue, Denver, CO 80222, iakediexsys@aol.com Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 118 EP - 123 PB - Transportation Research Board IS - 2279 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - USA, Colorado KW - Accidents KW - Transportation KW - Conflicts KW - Highways KW - Flow rates KW - Traffic KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1285086793?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=Transportation+Research+Record&rft.atitle=Relationship+Between+Freeway+Flow+Parameters+and+Safety+and+Its+Implication+for+Adding+Lanes&rft.au=Kononov%2C+Jake%3BReeves%2C+David%3BDurso%2C+Catherine%3BAllery%2C+Bryan+K&rft.aulast=Kononov&rft.aufirst=Jake&rft.date=2012-10-01&rft.volume=&rft.issue=2279&rft.spage=118&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2279-14 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 17 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Accidents; Transportation; Conflicts; Highways; Flow rates; Traffic; USA, Colorado DO - http://dx.doi.org/10.3141/2279-14 ER - TY - JOUR T1 - The Interactive Highway Safety Design Model AN - 1283724287; 17495438 AB - The Interactive Highway Safety Design Model (IHSDM) is a suite of software tools that support project-level decisions about the geometric design of roadways. The model provides quantitative information on the expected safety and operational performance of a design. Produced by the Federal Highway Administration's Safety Research and Development Program, the IHSDM is a resource for the predictive method described in Part C of the American Association of State Highway and Transportation Officials' Highway Safety Manual (HSM). JF - TR News AU - Chen, C AD - Federal Highway Administration, McLean, Virginia, USA Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 11 PB - Transportation Research Board IS - 282 SN - 0738-6826, 0738-6826 KW - Health & Safety Science Abstracts KW - Computer programs KW - Transportation KW - Safety engineering KW - Highways KW - Research programs KW - Design KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1283724287?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=TR+News&rft.atitle=The+Interactive+Highway+Safety+Design+Model&rft.au=Chen%2C+C&rft.aulast=Chen&rft.aufirst=C&rft.date=2012-10-01&rft.volume=&rft.issue=282&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-06-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Computer programs; Transportation; Safety engineering; Highways; Research programs; Design ER - TY - JOUR T1 - The Highway Safety Manual: Improving Methods and Results AN - 1283724285; 17495436 AB - In December 1999 a group of highway safety academics, practitioners, and agency representatives convened in Irvine, California, to discuss the creation of a comprehensive and authoritative manual that would serve the field of highway safety in the same way that the Highway Capacity Manual had served the field of operations. This group became the core of a larger team that has focused substantial amounts of professional and volunteer time on this vision. JF - TR News AU - Milton, J C AD - Washington State Department of Transportation, Olympia, USA Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 4 EP - 9 PB - Transportation Research Board IS - 282 SN - 0738-6826, 0738-6826 KW - Health & Safety Science Abstracts KW - Vision KW - USA, California KW - Highways KW - H 0500:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1283724285?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=TR+News&rft.atitle=The+Highway+Safety+Manual%3A+Improving+Methods+and+Results&rft.au=Milton%2C+J+C&rft.aulast=Milton&rft.aufirst=J&rft.date=2012-10-01&rft.volume=&rft.issue=282&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-06-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Vision; Highways; USA, California ER - TY - JOUR T1 - Reaching Greater Heights: Improving Roadway Data Practices for Enhanced Safety Decisions AN - 1272702868; 17495442 AB - The terms data, information, and knowledge are often used interchangeably. The difference between the terms is the level of detail or abstraction. Data are the lowest level of abstraction, information is the next level, and finally, knowledge is the highest level. On their own, data convey no meaning. To become information, data must be interpreted and take on meaning. To illustrate, the height of Mt. Everest is data; a book on the geological characteristics of Mt. Everest may be considered information; and a research report relating the success rate of mountain climbers to such factors as the weather, the experience and fitness of the climbers, and the support provided to the climbers may be considered knowledge. JF - TR News AU - Griffith AD - Office of Safety Technologies, Federal Highway Administration, Washington, D.C., USA Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 18 PB - Transportation Research Board IS - 282 SN - 0738-6826, 0738-6826 KW - Health & Safety Science Abstracts KW - Mountains KW - Weather KW - Books KW - Geology KW - Highways KW - H 0500:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1272702868?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=TR+News&rft.atitle=Reaching+Greater+Heights%3A+Improving+Roadway+Data+Practices+for+Enhanced+Safety+Decisions&rft.au=Griffith&rft.aulast=Griffith&rft.aufirst=&rft.date=2012-10-01&rft.volume=&rft.issue=282&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-01-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Mountains; Weather; Books; Geology; Highways ER - TY - JOUR T1 - Lane flow distribution on a three-lane freeway: General features and the effects of traffic controls AN - 1022562915; 16790885 AB - The analysis of real data shows that free-flow traffic on a three-lane freeway obeys specific lane flow distributions and that the fraction of the total flow in each lane changes with distinct (linear) trends with respect to the total flow. More precisely, the fraction of the total flow in the median lane increases linearly, whereas the opposite trend is observed for the center lane and particularly for the shoulder lane. Remarkably, the shoulder lane flow is often bounded below its capacity and starts to decrease or stabilize as the total flow continues to increase. The maximum observable flow in the shoulder lane is derived based on the linear trends of lane flow distribution. Findings also show that a driving ban for trucks and variable speed limits profoundly impact the lane flow distributions and increase utilization of the shoulder lane by reducing the speed difference between the shoulder and the passing lanes. The results highlight the major impact of discretionary lane-changing choice. JF - Transportation Research, Part C AU - Duret, Aurelien AU - Ahn, Soyoung AU - Buisson, Christine AD - CETE of Lyon - ERA38, Department of Transportation, Ministry of Sustainable Development, 25, Av. Francois Mitterrand, 69674 Bron Cedex, France, sue.ahn@asu.edu Y1 - 2012/10// PY - 2012 DA - Oct 2012 SP - 157 EP - 167 PB - Elsevier B.V., 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 United States VL - 24 SN - 0968-090X, 0968-090X KW - Environment Abstracts; Health & Safety Science Abstracts KW - Effect of trucks KW - Freeway traffic KW - Lane-changing behavior KW - Lane flow distribution KW - Variable speed limits KW - Driving ability KW - Transportation KW - driving ability KW - Trucks KW - Traffic safety KW - Highways KW - Traffic KW - H 2000:Transportation KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1022562915?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=Transportation+Research%2C+Part+C&rft.atitle=Lane+flow+distribution+on+a+three-lane+freeway%3A+General+features+and+the+effects+of+traffic+controls&rft.au=Duret%2C+Aurelien%3BAhn%2C+Soyoung%3BBuisson%2C+Christine&rft.aulast=Duret&rft.aufirst=Aurelien&rft.date=2012-10-01&rft.volume=24&rft.issue=&rft.spage=157&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2012.02.009 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-06-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; Driving ability; driving ability; Trucks; Traffic safety; Highways; Traffic DO - http://dx.doi.org/10.1016/j.trc.2012.02.009 ER - TY - RPRT T1 - NAVAL WEAPONS SYSTEMS TRAINING FACILITY BOARDMAN, OREGON. AN - 1285624098; 15491 AB - PURPOSE: The expansion of training activities and the development of necessary ranges, range facilities, and range infrastructure at Naval Weapons Systems Training Facility (NWSTF) Boardman, Oregon are proposed. NWSTF Boardman serves as a regional range for U.S. Navy units homeported in the Pacific Northwest area including aviation units homeported at Naval Air Station (NAS) Whidbey Island. NWSTF Boardman is located 225 miles southeast of NAS Whidbey Island and also is within an acceptable travel distance for the majority of the soldiers and airmen of the Oregon National Guard (ORNG). The abundance of special use airspace co-located and surrounding NWSTF Boardman provides land-related training opportunities to Navy, Marine Corps, Air Force, and National Guard fixed-wing and rotary-wing aircraft and unmanned aerial systems (UAS). Three alternatives are evaluated in this draft EIS. Under the No Action Alternative, training activities at NWSTF Boardman would continue to vary from basic individual to unit level events of relatively short duration involving few participants. ORNG soldiers would continue to be transported to use training ranges in Washington and Idaho to meet qualification and training requirements which cannot be met at existing ORNG facilities. The Navy would continue to use the airspace and provide the range operations support. Alternative 1, in addition to accommodating training activities addressed in the No Action Alternative, would support an increase in the types of training activities and the number of training events conducted at NWSTF Boardman, accommodate force structure changes, and provide enhancements to training facilities and operations at NWSTF Boardman. Range enhancements would include the construction and operation of a multi-purpose machine gun range, a digital multi-purpose training range, an eastern convoy live fire range, a demolition training range, a range operations control center and UAS training and maintenance facility with small airstrip, as well as the designation of a drop zone. An additional 46-square-nautical-mile military operations area (MOA) to join existing restricted airspace and the existing Boardman MOA in the northeast area of Boardman airspace would be created and would be called the Boardman Northeast MOA. Low-altitude flight tracks would be oriented to facilitate the use of this additional MOA, avoiding existing and planned wind turbines in the vicinity of NWSTF Boardman. Alternative 2 would include all training and range enhancement elements of Alternative 1. In addition, three mortar pads would be established, a second convoy live fire range and a range operations control center (separate from the UAS training and maintenance facility) would also be constructed. POSITIVE IMPACTS: Implementation of the proposed action would help to achieve and maintain military readiness by using NWSTF Boardman to support and conduct current, emerging, and future training and research, development, testing, and evaluation activities, while enhancing training resources through investment on the range. NEGATIVE IMPACTS: Expanded training activities could result in local declines in the Washington ground squirrel population. However, a proposed long-term habitat restoration program for selected locations on the southern portions of NWSTF Boardman would improve native plant communities that have been degraded by invasive plants and enhance habitat for Washington ground squirrels, as well as long-bill curlews, grasshopper sparrows, western burrowing owls, and other species. The action alternatives would result in significant increases in the potential for wildfire from training activities. Depending on the area affected, the impacts from a wildland fire caused by training activities could have a significant impact on vegetation, wildlife, and air quality. JF - EPA number: 120294, Draft EIS--556 pages, Appendices--342 pages, September 7, 2012 PY - 2012 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Biologic Surveys KW - Fires KW - Helicopters KW - Military Facilities (Navy) KW - Military Operations (Air Force) KW - Military Operations (Joint) KW - Military Operations (Marine Corps) KW - Military Operations (Navy) KW - Munitions KW - Noise Assessments KW - Vegetation KW - Weapon Systems KW - Wildlife KW - Naval Air Weapons Station Boardman Oregon KW - Oregon UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1285624098?accountid=14244 L2 - http://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=2012-09-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NAVAL+WEAPONS+SYSTEMS+TRAINING+FACILITY+BOARDMAN%2C+OREGON.&rft.title=NAVAL+WEAPONS+SYSTEMS+TRAINING+FACILITY+BOARDMAN%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Naval Facilities Engineering Command Northwest, Silverdale, Washington; NAVY N1 - Date revised - 2013-02-01 N1 - SuppNotes - Draft. Preparation date: September 7, 2012 N1 - Last updated - 2013-02-12 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT C, FROM US 59 TO SH 288, FORT BEND AND BRAZORIA COUNTIES, TEXAS. AN - 1285624068; 15484 AB - PURPOSE: The construction of 26 miles of State Highway (SH) 99 (Grand Parkway) from U.S. Highway 59 (US 59) to SH 288 southwest of Houston in Fort Bend and Brazoria counties, Texas is proposed. The Grand Parkway is a planned scenic highway that would form a 180-mile circumferential freeway around the Houston metropolitan area. Severe traffic congestion has resulted from high population growth and the resulting increases in residential and commercial development. Fort Bend Countys population has grown dramatically from 354,452 in 2000 to 585,375 in 2010, and Brazoria Countys has grown from 241,767 in 2000 to 313,166 in 2010. Moreover, Galveston and Brazoria counties are in need of an emergency evacuation route in the event of a hurricane. Segment C would extend from its northern terminus near the intersection of existing Segment D of the parkway at US 59 in Fort Bend County southeastward to the project's southern terminus at SH 288 in Brazoria County. The project would provide a four-lane, controlled access, tolled highway within a 300-foot right-of-way (ROW), with 400 feet of ROW provided at ramps and isolated frontage road locations. Nine alternatives, including a No Build Alternative, are considered in this final EIS. The preferred alternative would involve the construction of direct connector ramps at US 59 and SH 288 to provide fully directional interchanges. The alignment would extend along existing Crabb River Road/Farm-to-Market Road (FM) 2759 for one mile toward FM 762, with an interchange with Sansbury Boulevard. The facility would continue on new location, without frontage roads, in a southerly direction for 11 miles, with interchanges at three crossings of FM 762, a Reading Road extension, and the future extension of Peters Road. The remaining 14 miles would continue in an easterly direction toward SH 288 on new location with interchanges at FM 521, County Road 48, and SH 288. The design speed for the roadway would be 70 miles per hour. The preliminary construction cost estimate for the Segment C preferred alternative is $625.1 million. POSITIVE IMPACTS: The facility would provide access to radial freeways and serve as a third loop around the city of Houston at a radial distance of 25 to 30 miles outside the downtown area. Congestion along parallel and alternate routes as well as other routes in the region would be relieved, and the need for a hurricane evacuation corridor would be met. NEGATIVE IMPACTS: New ROW requirements of 1,131 acres would result in the displacement of 955 acres of prime farmland, 14 residences, six businesses, and one church. Up to 36.2 acres of wetland would be affected, and the facility would cross the 100-year floodplains of the Brazos River and its tributaries. The preferred alternative would impact forested wetlands and Columbia Bottomland Forest in the Rabbs Bayou-Big Creek corridor, and would encroach on the secondary management zone of a bald eagle nest located north of Brazos Bend State Park. A total of 20 noise receiver locations representing 67 residences would be impacted by traffic noise. 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 00-0307D, Volume 24, Number 3. JF - EPA number: 120287, Final EIS--249 pages, Exhibits and Appendices--375 pages, Public Hearing Materials and Comments--3,558 pages, September 7, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-99-06-F KW - Birds KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Hurricanes KW - Noise KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Brazos River 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/1285624068?accountid=14244 L2 - http://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=2012-09-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+C%2C+FROM+US+59+TO+SH+288%2C+FORT+BEND+AND+BRAZORIA+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+C%2C+FROM+US+59+TO+SH+288%2C+FORT+BEND+AND+BRAZORIA+COUNTIES%2C+TEXAS.&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 - 2013-02-01 N1 - SuppNotes - Final. Preparation date: September 7, 2012 N1 - Last updated - 2013-02-12 ER - TY - JOUR T1 - The Effects of Innovative Portable Plastic Rumble Strips at Flagger-Controlled Temporary Maintenance Work Zones AN - 1855077910; PQ0003946005 AB - This study evaluated the effects of portable plastic ramble strips (PPRS) on speed reductions and drivers' behaviors in advance of flagger-controlled work zones. Travel speed data were collected at three two-lane highways with temporary (less than a day) maintenance activities, where standard flagger traffic control was set up with/without the implementation of PPRSs. Drivers' reactions to the PPRSs, such as changing lanes and braking in the vicinity of the PPRSs, were also investigated when the PPRSs were in place. The results showed that drivers became more cautious by use of the PPRSs. The PPRSs reduced car mean speeds by 9.7 to 22.2 km/h (6.0 to 13.8 mph). They also decreased the 85th percentile of car speeds at two field test sites. It was observed that 30 to 80 percent of all drivers activated their brakes when they approached the PPRSs close to the flagger. In addition, about 5 percent of car and truck drivers swerved around the PPRSs. This indicates that additional signing or other supplemental traffic devices would be needed when the PPRSs are implemented. JF - Journal of Transportation Engineering AU - Wang, Ming-Heng AU - Schrock, Steven D AU - Bornheimer, Cheryl AU - Rescot, Robert AD - Assistant Professor, Department of Transportation Technology and Management, Kainan University, No. 1 Kainan Road, Luzhu, Taoyuan 33857, Taiwan, Phone: +886-3-341-2500 Fax:+886-3-270-5695 Email: wang.mingheng[at]gmail.com Y1 - 2012/09/06/ PY - 2012 DA - 2012 Sep 06 PB - American Society of Civil Engineers, 345 E. 47th St. New York NY 10017-2398 United States SN - 0733-947X, 0733-947X KW - Environment Abstracts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855077910?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+Transportation+Engineering&rft.atitle=The+Effects+of+Innovative+Portable+Plastic+Rumble+Strips+at+Flagger-Controlled+Temporary+Maintenance+Work+Zones&rft.au=Wang%2C+Ming-Heng%3BSchrock%2C+Steven+D%3BBornheimer%2C+Cheryl%3BRescot%2C+Robert&rft.aulast=Wang&rft.aufirst=Ming-Heng&rft.date=2012-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transportation+Engineering&rft.issn=0733947X&rft_id=info:doi/10.1061%2F%28ASCE%29TE.1943-5436.0000499 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2017-01-01 N1 - Last updated - 2017-02-01 DO - http://dx.doi.org/10.1061/(ASCE)TE.1943-5436.0000499 ER - TY - JOUR T1 - Safety effects of low-cost engineering measures. An observational study in a Portuguese multilane road AN - 1028026593; 16817260 AB - Single carriageway multilane roads are not, in general, a very safe type of road, mainly because of the high number of seriously injured victims in head-on collisions, when compared with dual carriageway multilane roads, with a median barrier. In this paper the results of a study on the effect of the application of several low cost engineering measures, aimed at road infrastructure correction and road safety improvement on a multilane road (EN6), are presented. The study was developed by the National Laboratory of Civil Engineering (LNEC) for the Portuguese Road Administration and involved a comparison of selected aspects of motorized traffic behaviour (traffic volumes and speeds) measured in several sections of EN6, as well as monitoring of road safety developments in the same road. The applied low cost engineering measures allowed a reduction of 10% in the expected annual number of personal injury accidents and a 70% decrease in the expected annual number of head-on collisions; the expected annual frequency of accidents involving killed and seriously injured persons was reduced by 26%. JF - Accident Analysis & Prevention AU - Vieira Gomes, Sandra AU - Cardoso, Joao Lourenco AD - Laboratorio Nacional de Engenharia Civil, Department of Transportation, Av. Brasil, 101, 1700-066 Lisbon, Portugal, sandravieira@lnec.pt Y1 - 2012/09// PY - 2012 DA - Sep 2012 SP - 346 EP - 352 PB - Elsevier B.V., P.O. Box 800 Kidlington Oxford OX5 1DX United Kingdom VL - 48 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Before-after study KW - Median KW - Low-cost engineering measures KW - Road safety KW - Infrastructure KW - Accidents KW - Prevention KW - Safety engineering KW - Injuries KW - Traffic safety KW - Civil engineering KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1028026593?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=Safety+effects+of+low-cost+engineering+measures.+An+observational+study+in+a+Portuguese+multilane+road&rft.au=Vieira+Gomes%2C+Sandra%3BCardoso%2C+Joao+Lourenco&rft.aulast=Vieira+Gomes&rft.aufirst=Sandra&rft.date=2012-09-01&rft.volume=48&rft.issue=&rft.spage=346&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2012.02.004 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-07-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Infrastructure; Prevention; Accidents; Injuries; Safety engineering; Traffic safety; Civil engineering DO - http://dx.doi.org/10.1016/j.aap.2012.02.004 ER - TY - RPRT T1 - INTERSTATE 5 NORTH COAST CORRIDOR PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 1282511860; 15482 AB - PURPOSE: Improvements to Interstate 5 (I-5) from La Jolla Village Drive in the City of San Diego to Harbor Boulevard in the City of Oceanside, California are proposed. Located in San Diego Countys north coastal area, the 27-mile I-5 North Coast Corridor connects the cities of Oceanside, Carlsbad, Encinitas, Solana Beach, Del Mar and San Diego. The corridor is one of the most traveled highways in the nation and there have been minimal improvements to the existing facility since the original construction during the 1960's and 1970's. The draft EIS of June, 2010 assessed four build alternatives that would include one or two high-occupancy vehicle (HOV) managed lanes in each direction, auxiliary lanes where needed, and possibly one general purpose lane in each direction. A locally preferred alternative (LPA) was identified in July, 2011. The LPA is the 8+4 Buffer Alternative, also known as the I-5 Express Lanes, and would consist of two HOV/managed lanes in each direction, separated by a buffer from the existing four general purpose lanes in each direction. The HOV/managed lanes would be available for carpools, vanpools, and buses at no cost, and to single-occupant vehicles for a fee when there is sufficient capacity. Six bridges over lagoons would be redesigned with a minimum width of 194 feet. This draft supplemental EIS summarizes project design features and discusses new information obtained from additional studies conducted at the lagoons and lagoon crossings in the North Coast Corridor. New bridges are now proposed at Agua Hedionda, San Elijo, Batiquitos, and Buena Vista lagoons, with longer bridges proposed at the latter three lagoons. In addition, a number of enhancements have been developed for the project including pedestrian, bicycle, park and ride, gateway, streetscape, and park enhancements. The North Coast Bikeway would complement the Coastal Rail Trail and the El Camino Bicycle Corridor, as well as the California Coastal Trail. The cost for the LPA is estimated at $3.3 billion in 2010 dollars. POSITIVE IMPACTS: Implementation would maintain or improve future traffic levels of service, provide a facility that is compatible with future bus rapid transit and other modal options, provide consistency with the regional transportation plan, and maintain I-5 as an effective link in the national strategic highway network. Longer bridge lengths would enhance lagoon function. NEGATIVE IMPACTS: Construction of the LPA would result in 249 acres of new impervious area and require mitigation for impacts to farmland and federal wetlands. A total of 17.6 acres of wetlands and 62.6 acres of sensitive upland habitat would be impacted. Changes to the existing visual environment along the project corridor would make it noticeably more urban. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0478D, Volume 34, Number 2. JF - EPA number: 120285, 302 pages, August 31, 2012 PY - 2012 KW - Roads and Railroads KW - Bridges KW - Coastal Zones KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Hydrology KW - Lagoons KW - Traffic Control KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1282511860?accountid=14244 L2 - http://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=2012-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+5+NORTH+COAST+CORRIDOR+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2013-01-01 N1 - SuppNotes - Draft. Preparation date: August 31, 2012 N1 - Last updated - 2013-01-30 ER - TY - RPRT T1 - RICHMOND/HAMPTON ROADS PASSENGER RAIL PROJECT, VIRGINIA (TIER 1 FINAL ENVIRONMENTAL IMPACT STATEMENT). AN - 1282511834; 15480 AB - PURPOSE: Improved passenger rail service between Richmond and the Hampton Roads region of Virginia is proposed. The study area encompasses a broad region bordered by the CSX Transportation (CSXT) railroad line parallel to Interstate-64 (I-64) on the north, the Norfolk Southern (NS) railroad line parallel to Route 460 on the south, and the CSXT A Line between Petersburg and Richmond on the west. The eastern boundary is the Chesapeake Bay and the study area is divided by the James River. Currently, few alternatives to the private automobile and only limited air service are available to corridor residents, tourists and visitors. Continued dependence on automobile travel contributes to the growing congestion on the principal highway facilities, namely I-64 and Route 460. The Richmond/Hampton Roads Passenger Rail Project is proposing to use the Southeast High-Speed Rail (SEHSR) Corridor Project segment from Richmond to Petersburg in its route analysis from Richmond Main Street Station to Norfolk. The draft Tier 1 EIS evaluated two principal transportation facilities: the existing CSXT/Amtrak route from Richmond to Newport News north of the James River on the Virginia Peninsula (Peninsula/CSXT route), and the NS rail route south of the James River between Petersburg and Norfolk (Southside/NS route). This final Tier 1 EIS compares the preferred alternative with the Status Quo and No Action alternatives. Under the Status Quo Alternative, no operational or physical changes to the existing Amtrak Peninsula passenger rail service would be made and two daily round-trip trains would continue to operate between Richmond and Newport News at 79 miles per hour (mph) maximum authorized speed (MAS). The No Action Alternative consists of the existing transportation network and committed improvement projects in the study area and assumes the operation of three daily round-trip Amtrak passenger trains between Newport News and Richmond. Under the preferred alternative (Alternative 1), service to Norfolk would be provided via the Southside/NS route with a MAS of 90 mph and service to Newport News would continue along the Peninsula/CSXT route with MAS of 79 mph. This alternative would use the existing Richmond Main Street Station, Williamsburg Station and Newport News Stations and ultimately new higher speed passenger rail service along the Southside of the James River with six daily round-trip trains. Stations along the Southside/NS route include the existing Main Street and Petersburg Stations and new stations at Bowers Hill and Norfolk. The connection from the CSXT A Line to the Southside/Norfolk Southern route would occur at the northeast quadrant of the CSXT/NS off-grade railroad crossing just north of Collier Yard in south Petersburg. From Petersburg, the Southside/NS route parallels the existing Route 460 roadway passing through Suffolk and Chesapeake before terminating in Norfolk. Successful implementation of service on the Southside/NS route would also require reactivation of the former Virginian Railway tracks near Kilby. Specific locations of storage and maintenance yards would be determined in subsequent analysis if a build alternative is selected. POSITIVE IMPACTS: Implementation of the proposed action would provide a competitive transportation choice for residents, tourists, and visitors traveling to and from the Hampton Roads region. Regional linkages would improve travel time and trip reliability; limit growth in highway congestion; develop the multimodal transportation system; improve safety, air quality and energy efficiency; encourage economic development; and help facilitate hurricane evacuation. NEGATIVE IMPACTS: The increase in rail traffic frequency and the higher speeds associated with the build alternatives would increase the risk of automobile collisions with trains at highway-rail crossings. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0448D, Volume 33, Number 4. JF - EPA number: 120283, Volume 1--367 pages, Volume 2: Appendices--290 pages, August 31, 2012 PY - 2012 KW - Roads and Railroads KW - Energy Consumption Assessments KW - Noise Assessments KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Safety KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Virginia KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1282511834?accountid=14244 L2 - http://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=2012-08-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT%2C+VIRGINIA+%28TIER+1+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=RICHMOND%2FHAMPTON+ROADS+PASSENGER+RAIL+PROJECT%2C+VIRGINIA+%28TIER+1+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2013-01-01 N1 - SuppNotes - Final. Preparation date: August 31, 2012 N1 - Last updated - 2013-01-30 ER - TY - RPRT T1 - TRUNK HIGHWAY 60, ST. JAMES TO WINDOM, COTTONWOOD AND WATONWAN COUNTIES, MINNESOTA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF 1983). AN - 1267002504; 15467 AB - PURPOSE: The completion of four-lane divided sections in the gap segments of Trunk Highway 60 in Cottonwood and Wantonwan counties, Minnesota is proposed. Since the Highway 60 Record of Decision was released in 1984, several segments of the original preferred alternative between the cities of Worthington and St. James, Minnesota have been constructed as a four-lane divided highway. The past projects have involved capacity, safety, and mobility improvements. However, to date three highway segments between the cities of St. James and Windom were reconstructed only as two-lane roads. These three segments, totaling approximately 17 miles, are: the east gap, which extends 5.3 miles from just west of St. James to the eastern edge of Butterfield; the middle gap, which extends 4.2 miles from the western edge of Butterfield to just east of Mountain Lake; and the west gap, which extends 7.5 miles from just west of Mountain Lake to the northeast edge of Windom. This final supplemental EIS considers a No Build Alternative (Alternative 1) and construction of a four-lane expressway in the east, middle, and west gaps (Alternative 2). The facility would be completed by constructing two lanes adjacent to the existing highway with 90 feet between centerlines. A design speed of 70 miles per hour (mph) would be used for the improvements and a 65 mph posted speed is anticipated to match the posted speeds on existing four-lane sections. Intersections are proposed to be at-grade with two-way stops on the intersecting local roads. Left and right turn lanes would be provided at all public roads. At non-public road median crossovers, left turn lanes would be constructed. Other improvements include minor reconstruction of cross street intersections and access/driveway modifications. The preferred alternative is Alternative 2 with the Clear Lake Full Design option and the Bingham Lake Widen North design option to avoid and/or minimize impacts. Total construction and right of-way acquisition costs, estimated in year of construction dollars (2013 to 2018), are $23 million for the east gap, $16.8 million for the middle gap, and $22 to $34 million for the west gap. POSITIVE IMPACTS: Continued implementation of transportation system improvements in the corridor would provide a logical, safe, and predictable system for highway users and maintain mobility to address growing freight traffic. NEGATIVE IMPACTS: The conversions of the highway from a two-lane facility to a four-lane facility would double the amount of impervious surface and increase the rate and quantity of stormwater runoff. New right-of-way requirements of 364.7 acres would displace 24.3 acres of farmland, 7.4 acres of wetlands, and a former vehicle salvage yard. Several receptors are anticipated to experience noise levels above standards. Twenty-five contaminated sites have been identified within close proximity of the project 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). JF - EPA number: 120270, 127 pages, Original EIS and Record of Decision--CD-ROM, August 24, 2012 PY - 2012 KW - Roads and Railroads KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Noise KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Wetlands KW - Minnesota 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/1267002504?accountid=14244 L2 - http://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=2012-08-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+60%2C+ST.+JAMES+TO+WINDOM%2C+COTTONWOOD+AND+WATONWAN+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1983%29.&rft.title=TRUNK+HIGHWAY+60%2C+ST.+JAMES+TO+WINDOM%2C+COTTONWOOD+AND+WATONWAN+COUNTIES%2C+MINNESOTA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1983%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2012-12-01 N1 - SuppNotes - Final. Preparation date: August 24, 2012 N1 - Last updated - 2013-01-08 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 1267002503; 15466 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 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 to Pierce Street in the City of Riverside 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 from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 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 begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes 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 final 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 improve 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 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 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. The total cost of implementing Alternative 2 with preferred design variations is estimated at $1.38 billion. 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 preferred alternative would permanently convert 3.5 acres of grazing land, displace two to three acres of wetlands, remove 6.3 acres of habitat for the California gnatcatcher, impact 25.6 acres of coastal sage scrub habitat, and increase impervious surface area by 173 acres. New right-of-way would require acquisition of 145 residences and 88 businesses and would impact the Grand Boulevard Historic District. Noise levels in 2035 would exceed 75 decibels at an additional 46 locations. 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: 120269, Volume I--1,701 pages, Volume II (Appendices)--1,142 pages, August 24, 2012 PY - 2012 KW - Roads and Railroads KW - Highway Structures KW - Highways KW - Historic Districts 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 - 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/1267002503?accountid=14244 L2 - http://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=2012-08-24&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 - 2012-12-01 N1 - SuppNotes - Final. Preparation date: August 24, 2012 N1 - Last updated - 2013-01-08 ER - TY - RPRT T1 - MIDDLE HARBOR REDEVELOPMENT PROJECT, LONG BEACH HARBOR, CALIFORNIA (ADOPTION OF THE FINAL EIS OF APRIL 2009). AN - 1240203153; 15456 AB - PURPOSE: The Middle Harbor Redevelopment Project at the Port of Long Beach in Los Angeles County, California involves strategic redevelopment, expansion, and modernization of existing waterfront property and port lands to accommodate a portion of the forecasted increases in containerized cargo throughput volumes. In the final EIS of April 2009, the Army Corps of Engineers considered four alternatives: 1) the proposed project, known as the 345-Acre Alternative; 2) the 315-Acre Alternative; 3) the Landside Improvements Alternative; and 4) the No Project Alternative. The Board of Harbor Commissioners for the Port of Long Beach approved the proposed project in April 2009 and the Long Beach City Council upheld the Board's decision in May 2009. From the existing 294 acres, the project will create one consolidated 345-acre container terminal, which would include 54 acres of newly created land. Construction will generate about 680,000 cubic yards of dredge material and about 1.2 million cubic yards of excavated material. The nine-year, $1.2 billion project will upgrade wharves, water access and storage areas, as well as add a greatly expanded on-dock rail yard. Project construction started in spring 2011 on Phase 1, stage 1 of the project. The U.S. Department of Transportation Maritime Administration is adopting the final EIS. POSITIVE IMPACTS: The Middle Harbor Redevelopment Project will rehabilitate and modernize aging infrastructure at Piers E and F to meet business and consumer trade demands, create about 14,000 permanent jobs, implement aggressive environmental measures of the Green Port Policy and San Pedro Bay Ports Clean Air Action Plan, and reduce traffic impacts through increased use of on-dock rail. NEGATIVE IMPACTS: The redevelopment will reduce open water area and benthic habitat. Increased numbers of large cargo vessels calling on the port will increase the risk of collision with marine mammals. Truck trips to and from Middle Harbor would increase from an average of 6,528 per day in 2005 to 10,112 per day in 2025, resulting in significant increases in local traffic congestion. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1465), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the Army Corps of Engineers final EIS, see 09-0145F, Volume 33, Number 2. JF - EPA number: 120259, 1,726 pages, August 10, 2012 PY - 2012 KW - Water KW - Air Quality KW - Air Quality Assessments KW - Dredging KW - Electric Power KW - Health Hazard Analyses KW - Harbor Improvements KW - Harbor Structures KW - Harbors KW - Impact Assessment Methodology KW - Marine Mammals KW - Navigation KW - Noise Assessments KW - Railroads KW - Railroad Structures KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Structural Rehabilitation KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Waterways KW - California KW - Long Beach Harbor KW - Coastal Zone Management Act of 1972, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1240203153?accountid=14244 L2 - http://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=2012-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIDDLE+HARBOR+REDEVELOPMENT+PROJECT%2C+LONG+BEACH+HARBOR%2C+CALIFORNIA+%28ADOPTION+OF+THE+FINAL+EIS+OF+APRIL+2009%29.&rft.title=MIDDLE+HARBOR+REDEVELOPMENT+PROJECT%2C+LONG+BEACH+HARBOR%2C+CALIFORNIA+%28ADOPTION+OF+THE+FINAL+EIS+OF+APRIL+2009%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2012-12-01 N1 - SuppNotes - Final. Preparation date: August 10, 2012 N1 - Last updated - 2012-12-19 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1237021054; 15453 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287 (I-287). The Tappan Zee Bridge opened in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This final EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The Replacement Bridge Alternative would replace the existing seven-lane bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to I-87/287 between South Broadway in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require that new eastbound and westbound maintenance ramps be constructed from Interstate 87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 150 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. The project construction period, including dredging, is estimated at 4.5 to 5.5 years. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $4.6 to $5.6 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. A small partial property acquisition and permanent easement would not result in displacement of owners or residents. One historic resource, the Tappan Zee Bridge, would be affected. Adverse noise impacts would occur at a number of receptors in Rockland and Westchester counties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120256, Final EIS--1,040 pages, Appendices--5,815 pages, Comments--2,602 pages, August 3, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-F KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1237021054?accountid=14244 L2 - http://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=2012-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-12-01 N1 - SuppNotes - Final. Preparation date: August 3, 2012 N1 - Last updated - 2012-12-12 ER - TY - JOUR T1 - New ultimate pile capacity prediction method based on cone penetration test (CPT) AN - 1800392538; 2016-054710 AB - Our research evaluated current cone penetration test (CPT) pile design methodologies (Schmertmann, Laboratoire Central des Ponts et Chaussees (LCPC), etc.), modified one of these methods (Philipponnat method), and proposed a new one to improve future driven pile designs. This was accomplished by evaluating 14 pile-capacity-design methods based on CPT data. Furthermore, load and resistance factor design (LRFD) resistance factors for each method were calculated using 21 cases from Florida and 28 from Louisiana. The resulting resistance factors were not satisfactory for any of these methods. A new design method - the University of Florida (UF) method - was proposed taking into account cementation, soil type, and historical data. The LRFD resistance factor was also assessed for this new method. The proposed UF method provides better LRFD resistance factors for both Florida and Louisiana soils. It could be a promising alternative for improving pile design. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Hu, Zhihong AU - McVay, Michael AU - Bloomquist, David AU - Horhota, David AU - Lai, Peter Y1 - 2012/08// PY - 2012 DA - August 2012 SP - 961 EP - 967 PB - National Research Council of Canada, Ottawa, ON VL - 49 IS - 8 SN - 0008-3674, 0008-3674 KW - clay KW - soil mechanics KW - sand KW - penetration tests KW - density KW - clastic sediments KW - cone penetration tests KW - prediction KW - foundations KW - sediments KW - load tests KW - piles KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1800392538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=New+ultimate+pile+capacity+prediction+method+based+on+cone+penetration+test+%28CPT%29&rft.au=Hu%2C+Zhihong%3BMcVay%2C+Michael%3BBloomquist%2C+David%3BHorhota%2C+David%3BLai%2C+Peter&rft.aulast=Hu&rft.aufirst=Zhihong&rft.date=2012-08-01&rft.volume=49&rft.issue=8&rft.spage=961&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2Ft2012-051 L2 - http://www.nrcresearchpress.com/journal/cgj LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - Number of references - 24 N1 - PubXState - ON N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2016-06-30 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - clastic sediments; clay; cone penetration tests; density; design; foundations; load tests; penetration tests; piles; prediction; sand; sediments; soil mechanics DO - http://dx.doi.org/10.1139/t2012-051 ER - TY - JOUR T1 - The West Coast Green Highway Initiative: Cross-Sector Partnerships for Sustainable Transportation Solutions Along Interstate 5 AN - 1171878599; 17300652 AB - Transportation accounts for 27 percent of all greenhouse gas (GHG) emissions nationwide (1). In Washington State, however, transportation is responsible for nearly half--47 percent--of all GHG emissions and is the largest source of emissions among the sectors of the economy. In 2009, the state legislature passed ambitious GHG reduction goals. These included the aggressive target of a 35 percent reduction in per capita vehicle miles traveled (VMT) by 2035, despite projected 40 percent increases in the state's population and in travel demand for the same period. JF - TR News AU - Doyle, J AD - Washington State Department of Transportation, Olympia, USA Y1 - 2012/08// PY - 2012 DA - Aug 2012 SP - 26 EP - 27 PB - Transportation Research Board IS - 281 SN - 0738-6826, 0738-6826 KW - Sustainability Science Abstracts KW - Travel KW - state legislatures KW - Transportation KW - Economics KW - Emissions KW - Sustainable development KW - INE, USA, Washington KW - Greenhouse gases KW - Highways KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1171878599?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=TR+News&rft.atitle=The+West+Coast+Green+Highway+Initiative%3A+Cross-Sector+Partnerships+for+Sustainable+Transportation+Solutions+Along+Interstate+5&rft.au=Doyle%2C+J&rft.aulast=Doyle&rft.aufirst=J&rft.date=2012-08-01&rft.volume=&rft.issue=281&rft.spage=26&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-11-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Travel; state legislatures; Transportation; Economics; Emissions; Sustainable development; Greenhouse gases; Highways; INE, USA, Washington ER - TY - JOUR T1 - Climate Change Scenario Planning: The Cape Cod Pilot Project AN - 1171878572; 17300648 AB - Cape Cod is a scenic and historic region of Massachusetts, with quaint towns and a beautiful coastline. Like many U.S. regions in the coming decades, however, Cape Cod will experience adverse shifts in weather patterns and other impacts associated with climate change. JF - TR News AU - Rasmussen, B AU - Morse, L AU - Perlman, D AD - Department of Transportation, Cambridge, Massachusetts, USA Y1 - 2012/08// PY - 2012 DA - August 2012 SP - 15 EP - 21 PB - Transportation Research Board IS - 281 SN - 0738-6826, 0738-6826 KW - Sustainability Science Abstracts KW - Historical account KW - Weather KW - Climate change KW - ANW, USA, Massachusetts, Cape Cod KW - Chemical oxygen demand KW - Towns KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1171878572?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=TR+News&rft.atitle=Climate+Change+Scenario+Planning%3A+The+Cape+Cod+Pilot+Project&rft.au=Rasmussen%2C+B%3BMorse%2C+L%3BPerlman%2C+D&rft.aulast=Rasmussen&rft.aufirst=B&rft.date=2012-08-01&rft.volume=&rft.issue=281&rft.spage=15&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-11-01 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Weather; Historical account; Climate change; Chemical oxygen demand; Towns; ANW, USA, Massachusetts, Cape Cod ER - TY - JOUR T1 - Climate Change Adaptation in Michigan: Preparations, Strategies, and Examples AN - 1171878492; 17300644 AB - Climate has become increasingly variable throughout the world. Michigan and other states in the interior of the continent face different climate-related changes from those of the coastal states. In ocean coastal states, sea-level rise and hurricanes are concerns. In the Midwest, questions about climate involve the increased variability of precipitation and temperature extremes. These changes are likely to have negative and unexpected impacts on industry and infrastructure across the region. JF - TR News AU - Johnson, G C AU - Annelin, N AU - Schuster, K AD - Michigan Department of Transportation, Lansing, USA Y1 - 2012/08// PY - 2012 DA - August 2012 SP - 5 EP - 9 PB - Transportation Research Board IS - 281 SN - 0738-6826, 0738-6826 KW - Sustainability Science Abstracts KW - Infrastructure KW - Hurricanes KW - Adaptability KW - Sea level KW - Continents KW - Rainfall KW - Oceans KW - Climate change KW - Temperature KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1171878492?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=TR+News&rft.atitle=Climate+Change+Adaptation+in+Michigan%3A+Preparations%2C+Strategies%2C+and+Examples&rft.au=Johnson%2C+G+C%3BAnnelin%2C+N%3BSchuster%2C+K&rft.aulast=Johnson&rft.aufirst=G&rft.date=2012-08-01&rft.volume=&rft.issue=281&rft.spage=5&rft.isbn=&rft.btitle=&rft.title=TR+News&rft.issn=07386826&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-11-01 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Infrastructure; Hurricanes; Adaptability; Continents; Sea level; Oceans; Rainfall; Climate change; Temperature ER - TY - JOUR T1 - Drugs and Alcohol Found in Civil Aviation Accident Pilot Fatalities from 2004-2008 AN - 1069193426; 17114118 AB - Introduction: The Federal Aviation Administration (FAA) Office of Aerospace Medicine sets medical standards needed to protect the public and pilots from death or injury due to incapacitation of the pilot. As a part ot this process, toxicology testing is performed by the FAA on almost every pilot who is fatally injured in an aviation accident to determine the medical condition of the pilot, medications used by the pilot at the time ot the accident, and the extent of impairment, if any. Method: The data were extracted from the FAA toxicology database for all pilots who died from 2004 to 2008 in aviation accidents. Results: The laboratory received and tested specimens from 135.3 pilots who died in aviation accidents between 2004 and 2008; 507 of these pilots were found to be taking drugs and 92 had ethanol in excess of 0.04 g upsilon .d(-1). Discussion: This study was conducted to determine the extent of drug use in pilots who have died in aviation accidents from 2004 to 2008 and to determine the types of drugs most commonly found. A comparison of previously published reports with this study's report was made to determine trends in drug use by pilots who have died in aviation accidents over the past 20 yr. Factors were discussed that could influence drug trends. Diphenhydramine, an H1 antihistamine with impairing properties, is the most commonly found drug in pilots who died in an aviation accident. JF - Aviation, Space, and Environmental Medicine AU - Canfield, D V AU - Dubowski, K M AU - Chaturvedi, A K AU - Whinnery, J E AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Oklahoma City, OK, dennis.canfield@faa.gov Y1 - 2012/08// PY - 2012 DA - Aug 2012 SP - 764 EP - 770 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 8 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Mortality KW - Alcohol KW - Accidents KW - Injuries KW - Drug abuse KW - Drugs KW - Toxicology KW - Ethanol KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1069193426?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=Drugs+and+Alcohol+Found+in+Civil+Aviation+Accident+Pilot+Fatalities+from+2004-2008&rft.au=Canfield%2C+D+V%3BDubowski%2C+K+M%3BChaturvedi%2C+A+K%3BWhinnery%2C+J+E&rft.aulast=Canfield&rft.aufirst=D&rft.date=2012-08-01&rft.volume=83&rft.issue=8&rft.spage=764&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/10.3357%2FASEM.3306.2012 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-09-01 N1 - Number of references - 13 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Alcohol; Mortality; Accidents; Injuries; Drug abuse; Drugs; Toxicology; Ethanol DO - http://dx.doi.org/10.3357/ASEM.3306.2012 ER - TY - JOUR T1 - An Evaluation of Microscopic Emission Models for Traffic Pollution Simulation Using On-board Measurement AN - 1032896817; 16902470 AB - As a result of the continuously increasing numbers of motor vehicles in metropolitan areas worldwide, road traffic emission levels have been recognized as a challenge during the planning and management of transportation. Experiments were conducted to collect on-road emission data using portable emission measurement systems in two Chinese cities in order to estimate real traffic emissions and energy consumption levels and to build computational models for operational transport environment projects. In total, dynamic pollutant emissions and fuel consumption levels from dozens of light duty vehicles, primarily from four different vehicle classes, were measured at a second-by-second level. Using the collected data, several microscopic emission models including CMEM, VT-Micro, EMIT, and POLY were evaluated and compared through calibration and validation procedures. Non-linear optimization methods are applied for the calibration of the CMEM and EMIT models. Numerical results show that the models can realize performance levels close to the CMEM model in most cases. The VT-Micro model shows advantages in its unanimous performance and ability to describe low emission profiles while the EMIT model has a clear physics basis and a simple model structure. Both of them can be applied when extensive emission computation is required in estimating environmental impacts resulting from dynamic road traffic. JF - Environmental Modeling and Assessment AU - Ma, Xiaoliang AU - Lei, Wei AU - Andreasson, Ingmar AU - Chen, Hui AD - Faculty of Traffic and Logistics, Department of Transportation Sciences, Royal Institute of Technology (KTH), Teknikringen 72, Stockholm, 10044, Sweden, liang@kth.se Y1 - 2012/08// PY - 2012 DA - Aug 2012 SP - 375 EP - 387 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 17 IS - 4 SN - 1420-2026, 1420-2026 KW - Pollution Abstracts KW - Transportation KW - Fuels KW - Emissions KW - Environmental impact KW - Emission measurements KW - Simulation KW - Automotive exhaust emissions KW - Metropolitan areas KW - Traffic KW - P 0000:AIR POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1032896817?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%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Environmental+Modeling+and+Assessment&rft.atitle=An+Evaluation+of+Microscopic+Emission+Models+for+Traffic+Pollution+Simulation+Using+On-board+Measurement&rft.au=Ma%2C+Xiaoliang%3BLei%2C+Wei%3BAndreasson%2C+Ingmar%3BChen%2C+Hui&rft.aulast=Ma&rft.aufirst=Xiaoliang&rft.date=2012-08-01&rft.volume=17&rft.issue=4&rft.spage=375&rft.isbn=&rft.btitle=&rft.title=Environmental+Modeling+and+Assessment&rft.issn=14202026&rft_id=info:doi/10.1007%2Fs10666-011-9296-9 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-08-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; Fuels; Emission measurements; Environmental impact; Emissions; Simulation; Automotive exhaust emissions; Metropolitan areas; Traffic DO - http://dx.doi.org/10.1007/s10666-011-9296-9 ER - TY - RPRT T1 - MARINE CORPS AIR GROUND COMBAT CENTER LAND ACQUISITION AND AIRSPACE ESTABLISHMENT TO SUPPORT LARGE-SCALE MARINE AIR GROUND TASK FORCE LIVE FIRE AND MANEUVER TRAINING, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 1220562907; 15443 AB - PURPOSE: The establishment of a large-scale training range facility at the Marine Corps Air Ground Combat Center at Twentynine Palms, California that would accommodate sustained, combined-arms, live-fire, and maneuver training for all elements of a Marine Expeditionary Brigade (MEB), which can consist of up to 20,000 personnel, is proposed. The Marine Corps would acquire additional land adjacent to the 600,000-acre Combat Center, establish and modify military special use airspace (SUA) above the proposed MEB-sized training range, and conduct the specified MEB training. The Combat Center is the place through which nearly all Marine Corps units rotate for training before deployment and it has insufficient land and airspace to meet MEB requirements. The installation is located in the Mojave Desert in San Bernardino County, 150 miles east of Los Angeles and 50 miles northeast of Palm Springs. The western boundary of the installation is adjacent to the Johnson Valley off-highway vehicle (OHV) area, which is administered by the Bureau of Land Management. This final EIS compares six action alternatives with a baseline No Action Alternative. Land acquisition under each action alternative would involve up to two acquisition study areas out of three such areas (west study area, east study area, and south study area) identified for potential acquisition. One alternative (Alternative 5) would involve land acquisition in only one of the three acquisition study areas. Alternative 6, which is the preferred alternative, would require the acquisition of 146,667 acres in the west study area and 21,304 acres in the south study area. The land acquired within the west study area in Johnson Valley would be divided into a 38,137-acre area that would be open for restricted public access and use during periods when the MEB exercise is not occurring, and a 108,530-acre area for exclusive military use. The communications infrastructure that supports current Combat Center range operations would be extended into any acquired land via the proposed installation of two or three communications towers. The modification of existing airspace would involve changes in vertical dimensions and times of use only, except for the Sundance Military Operations Area (MOA), which would be subject to modification of existing lateral dimensions. Acquired airspace would be returned to Federal Aviation Administration control to be made available for commercial and general aviation when not being used by the Marine Corps. Two full-scale MEB exercises involving sustained combined-arms, live-fire, and maneuver training would be conducted each year for 24 continuous days each. MEB building block training, including smaller-scale live fire and maneuver operations by units up to a single battalion in size, would occur in acquired exclusive military use areas during times of the year that MEB exercises are not being conducted. POSITIVE IMPACTS: The new range would allow the Marines to provide sustained, combined-arms, live-fire and maneuver training for three MEBs to converge simultaneously on a common objective. The modification and establishment of SUA would enable full integration of MEB-sized aviation combat operations and both air- and ground-delivered live-fire ordnance use within appropriate margins of safety. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in significant, unmitigable impacts to: land use, as a result of incompatibility with the Johnson Valley OHV Area Management Plan; recreation, as a result of loss of access to and the use of 57 percent of the Johnson Valley OHV Area; and airspace management, as a result of the adverse effects of the proposed new and modified SUA. Training activities would also have potential adverse effects on desert tortoises including total potential take of between 645 and 3,769 federally threatened desert tortoises over the life of the project (between 503 and 834 in the acquisition study areas). JF - EPA number: 120246, Final EIS--1,031 pages, Appendices-953 pages, Responses to Comments--22,134 pages, July 27, 2012 PY - 2012 KW - Defense Programs KW - Air Quality KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Biologic Assessments KW - Communication Systems KW - Cultural Resources Surveys KW - Desert Land KW - Emissions KW - Helicopters KW - Land Acquisitions KW - Land Use KW - Military Facilities (Marine Corps) KW - Military Operations (Marine Corps) KW - Motor Vehicles KW - Munitions KW - Noise Assessments KW - Recreation KW - Recreation Resources KW - Socioeconomic Assessments KW - Threatened Species (Animals) KW - Vegetation KW - Weapon Systems KW - Wildlife KW - Wildlife Habitat KW - California KW - Mojave Desert UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1220562907?accountid=14244 L2 - http://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=2012-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARINE+CORPS+AIR+GROUND+COMBAT+CENTER+LAND+ACQUISITION+AND+AIRSPACE+ESTABLISHMENT+TO+SUPPORT+LARGE-SCALE+MARINE+AIR+GROUND+TASK+FORCE+LIVE+FIRE+AND+MANEUVER+TRAINING%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=MARINE+CORPS+AIR+GROUND+COMBAT+CENTER+LAND+ACQUISITION+AND+AIRSPACE+ESTABLISHMENT+TO+SUPPORT+LARGE-SCALE+MARINE+AIR+GROUND+TASK+FORCE+LIVE+FIRE+AND+MANEUVER+TRAINING%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Navy, Marine Corps Air Ground Task Force Training Command, Twentynine Palms, California; NAVY N1 - Date revised - 2012-11-01 N1 - SuppNotes - Final. Preparation date: July 27, 2012 N1 - Last updated - 2012-11-29 ER - TY - RPRT T1 - US 550 SOUTH CONNECTION TO US 160, LA PLATA COUNTY, COLORADO (FINAL SUPPLEMENT TO THE U.S. HIGHWAY 160 FROM DURANGO TO BAYFIELD FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 2006). AN - 1178585000; 15434 AB - PURPOSE: Design changes to a limited portion of the US 160 Corridor Project where US 550 connects to US 160 east of Durango, Colorado are proposed. The selected alternative from the 2006 Record of Decision on US 160 is 16.2 miles, extending from milepost (MP) 88.0, located east of Durango, to MP 104.2, located east of Bayfield. The selected alternative extends four lanes on US 160 to east of Bayfield, generally along the existing alignment with an alignment to the south in Gem Village from MP 100 to MP 101. It also includes reconstruction of the US 160/US 550 (south) intersection as an interchange and a new section of US 550 that is necessary to connect the interchange on US 160 to the US 550 corridor south of Durango. The action proposed in this final supplemental EIS would revise the location and length of US 550 from south of County Road (CR) 220 to where it connects to US 160 in order to avoid a gas well. The realigned 1.5-mile section of US 550 would be improved from a two-lane to a four-lane highway. Four alternatives, including a No Action Alternative, are evaluated. The Revised G Modified Alternative is the preferred alternative and would connect US 550 to US 160 via the Grandview Interchange. The Revised F Modified and the Eastern Realignment alternatives would connect US 550 to US 160 at the single-point urban interchange at CR 233 (Three Springs). Estimated costs of the Revised G Modified, Revised F Modified, and Eastern Realignment alternatives are $77.6 million, $77.4 million, and $93.1 million, respectively. POSITIVE IMPACTS: The project would increase travel efficiency and capacity, improve safety by reducing the number and severity of accidents, and provide for controlled access to the highway corridors affected. Intersections with county roads would be upgraded to meet current design standards. The preferred alternative would not require any residential or business relocations. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact 11.5 acres of irrigated farmland, 36.6 acres of wildlife habitat, and 0.03 acres of wetlands. The alignment would also impact 1.8 percent of a high-priority habitat area for mule deer and other species of concern. Two historic ranches and five archaeological sites eligible for listing on the National Register of Historic Places would 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 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 06-0127D, Volume 30, Number 1 and 06-0415F, Volume 30 Number 3, respectively. JF - EPA number: 120237, Final Supplemental EIS--468 pages, Appendices--1,798 pages, July 20, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Historic Sites 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/1178585000?accountid=14244 L2 - http://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=2012-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+550+SOUTH+CONNECTION+TO+US+160%2C+LA+PLATA+COUNTY%2C+COLORADO+%28FINAL+SUPPLEMENT+TO+THE+U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2006%29.&rft.title=US+550+SOUTH+CONNECTION+TO+US+160%2C+LA+PLATA+COUNTY%2C+COLORADO+%28FINAL+SUPPLEMENT+TO+THE+U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+2006%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2012-11-01 N1 - SuppNotes - Final. Preparation date: July 20, 2012 N1 - Last updated - 2012-11-21 ER - TY - RPRT T1 - CALIFORNIA HIGH-SPEED TRAIN: FRESNO TO BAKERSFIELD SECTION, FRESNO, KINGS, TULARE AND KERN COUNTIES,CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2011). AN - 1178584920; 15432 AB - PURPOSE: The construction and operation of a 114-mile portion of the California High-Speed Train System (HST system) from Fresno to Bakersfield is proposed. The HST system would provide intercity service on more than 800 miles of tracks, connecting the population centers of Sacramento, the San Francisco Bay Area, the Central Valley, Los Angeles, the Inland Empire, Orange County, and San Diego. The system would use electrically powered, steel-wheel-on-steel-rail technology, including contemporary safety, signaling, and automated train-control systems, with trains capable of operating up to 220 miles per hour over a fully grade-separated, dedicated track alignment. A draft EIS for the Fresno to Bakersfield section was circulated in 2011. This draft supplemental EIS includes new alignment alternatives and station locations west of Hanford, an additional alternative through Bakersfield, and refinements to the existing Fresno to Bakersfield alternative alignments. Ten alternatives, including a No Project Alternative, are considered. There are 72 possible combinations of these alternatives to make a continuous alignment from Fresno to Bakersfield. Each of the nine HST alternatives would include one station in Fresno, one station in Bakersfield, and a potential Kings/Tulare Regional Station east or west of Hanford. The BNSF Alternative alignment begins in downtown Fresno on the west side of the Union Pacific Railroad (UPRR) tracks, proceeds south adjacent to the UPRR tracks, crossing under East Jensen Avenue and then over Golden State Boulevard and State Route 99 as it curves south to join the BNSF Railway. The alignment diverges from the BNSF Railway north of the Kings River and travels east of the city of Hanford before rejoining the BNSF Railway on its western side, north of the city of Corcoran. From there, the BNSF Alternative follows the BNSF Railway south through Corcoran, Wasco, and Shafter into Bakersfield where it generally follows the BNSF Railway corridor to the Bakersfield Station. The additional eight alternative alignments diverge from the BNSF Alternative at various locations. The Hanford West Bypass 1 and 2 alternatives would diverge from the BNSF Alternative at East Conejo Avenue; both alternatives pass the city of Hanford to the west and rejoin the BNSF Alternative at State Route 43 north of the city of Corcoran. The Hanford West Bypass 1 and 2 alternatives are on the same alignment from north to south until about Jackson Avenue, where the Hanford West Bypass 1 Alternative curves farther to the west to join with the BNSF Alternative north of the city of Corcoran. The Hanford West Bypass 2 Alternative remains on a more southeasterly route to join with either the Corcoran Elevated Alternative or the Corcoran Bypass Alternative. The Corcoran Elevated Alternative would pass through Corcoran on the eastern side of the BNSF Railway right-of-way on an elevated structure. The Corcoran Bypass Alternative would diverge from the BNSF Alternative near Nevada Avenue and swing east of Corcoran, rejoining the BNSF Alternative at Avenue 136 south of Corcoran. The Allensworth Bypass Alternative would diverge from the BNSF Alternative at Avenue 84 in Tulare County and swing west of Allensworth State Historic Park, rejoining the BNSF Alternative at Elmo Highway in Kern County. The Wasco-Shafter Bypass Alternative would diverge from the BNSF Alternative between Sherwood Avenue and Fresno Avenue, bypassing Wasco and Shafter to the east, and rejoin the BNSF Alternative at 7th Standard Road. The Bakersfield South Alternative parallels the BNSF Alternative from Rosedale Highway to Chester Avenue at varying distances to the north. The alternative then curves south, and parallels California Avenue to its terminus at the southern end of the Bakersfield station tracks. The Bakersfield Hybrid Alternative would roughly follow the Bakersfield South Alternative alignment from Hageman Road to the Bakersfield station, it would then swing north of the BNSF Alternative alignment through East Bakersfield to Oswell Street. Five alternative heavy maintenance facility (HMF) sites are being considered. The HMF would support the assembly, testing, commissioning, and acceptance of high-speed train vehicles prior to the start-up of operations. After operations begin, the HMF would assume maintenance and repair functions. One HMF is required for the HST System, and it would be located in the Central Valley in either the Merced to Fresno Section or the Fresno to Bakersfield Section. Capital costs for the Fresno to Bakersfield segment are estimated in 2010 dollars at $6.82 to $7.62 billion. POSITIVE IMPACTS: Implementation would provide the public with electric-powered high-speed rail service with predictable and consistent travel times between major urban centers and connectivity to airports, mass transit, and the highway network in the south San Joaquin Valley. NEGATIVE IMPACTS: Emissions would exceed significance thresholds for air quality during construction. Right-of-way requirements would convert 2,572 to 3,102 acres of farmland and displace commercial, residential, and agricultural properties including 302 to 451 housing units in environmental justice areas. Operation would impact habitat for special-status plant and animal species, sensitive plant communities and jurisdictional waters, critical habitat of vernal pool fairy shrimp, recovery plans for threatened or endangered species, wildlife movement corridors, and the Allensworth Ecological Reserve. All HST alternatives have the potential to impact historic properties, increase traffic congestion, displace community facilities, and create significant noise, vibration and visual impacts. Construction and operation could cause ground disturbance near contaminated sites and would involve the use, storage, and disposal of hazardous materials and wastes in the study area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Passenger Rail Investment and Improvement Act of 2008 (P.L. 110-432), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120235, Volume I--1,982 pages, Volume II (Appendices)--1,235 pages, Volume III (Alignment Plans)--1,231 pages, July 20, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality KW - Air Quality Standards Violations KW - Biologic Assessments KW - Community Facilities KW - Cultural Resources KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Health Hazard Analyses KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Passenger Rail Investment and Improvement Act of 2008, Project Authorization KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1178584920?accountid=14244 L2 - http://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=2012-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+HIGH-SPEED+TRAIN%3A+FRESNO+TO+BAKERSFIELD+SECTION%2C+FRESNO%2C+KINGS%2C+TULARE+AND+KERN+COUNTIES%2CCALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2011%29.&rft.title=CALIFORNIA+HIGH-SPEED+TRAIN%3A+FRESNO+TO+BAKERSFIELD+SECTION%2C+FRESNO%2C+KINGS%2C+TULARE+AND+KERN+COUNTIES%2CCALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2011%29.&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 - 2012-11-01 N1 - SuppNotes - Draft. Preparation date: July 20, 2012 N1 - Last updated - 2012-11-21 ER - TY - RPRT T1 - I-710 CORRIDOR PROJECT FROM OCEAN BOULEVARD TO STATE ROUTE 60, LOS ANGELES COUNTY, CALIFORNIA. AN - 1151910251; 15426 AB - PURPOSE: Improvements to Interstate 710 (I -710, also known as the Long Beach Freeway) from Ocean Boulevard in Long Beach to State Route 60 (SR-60) in Los Angeles County, California are proposed. I -710 is a major north-south interstate freeway connecting the city of Long Beach to central Los Angeles and serves as the principal transportation connection for goods movement between the Ports of Los Angeles and Long Beach, located at the southern terminus of I-710 and the Burlington Northern Santa Fe (BNSF)/Union Pacific (UP) Railroad rail yards in the cities of Commerce and Vernon. The existing facility has elevated levels of health risks related to high levels of diesel particulate emissions, traffic congestion, high truck volumes, high accident rates, and many design features in need of modernization. The study area extends 18 miles and includes all or portions of the ports, the cities of Bell, Bell Gardens, Carson, Commerce, Compton, Cudahy, Downey, Huntington Park, Lakewood, Long Beach, Lynwood, Maywood, Paramount, Signal Hill, South Gate, and Vernon, as well as unincorporated areas of Los Angeles County, including the communities of East Los Angeles, Boyle Heights, Wilmington, and San Pedro. At the freeway-to-freeway interchanges, the study area extends one mile east and west of the I-710 mainline for the I-405, State Route 91 (SR-91), I-105, and I-5 interchanges. Five alternatives, including a No Build Alternative (Alternative 1), are evaluated in this draft EIS. Under Alternative 5A, the I-710 mainline would be widened to eight general purpose lanes south of I-405 and up to ten general purpose lanes north of I-405. This alternative would modernize the design at the I-405 and SR-91 interchanges, modernize and reconfigure most local arterial interchanges throughout the I-710 corridor, modify freeway access at various locations, and shift the I-710 centerline at various locations to reduce right-of-way impacts. Alternative 6A would include all the components of Alternative 5A, but the alignment of the general purpose lanes would be slightly different in a few locations. In addition, a separated four-lane freight corridor would be built from Ocean Boulevard northerly to its terminus near the UP and BNSF rail yards in the city of Commerce. The freight corridor would be restricted to the exclusive use of heavy-duty trucks which are assumed to be conventional diesel/fossil-fueled trucks. The freight corridor would be both at-grade and on elevated structure with two lanes in each direction and exclusive ingress and egress ramps. Alternative 6B would include all the components of Alternative 6A, but would restrict the use of the freight corridor to zero-emission trucks. The proposed technology is assumed to consist of trucks powered by electric motors receiving power from an overhead catenary electric power distribution system. The trucks would have an automated computer control system to steer, brake, and accelerate, thereby allowing them to travel in platoons. Alternative 6C would include all the components of Alternative 6B, but would toll trucks using the freight corridor. For Alternatives 6A/B/C, three design options for the portion of I-710 from the I-710/Slauson Avenue interchange to just south of the I-710/I-5 interchange are under consideration. Construction is anticipated to begin in 2020 and costs are estimated at $2.59 billion for Alternative 5A and $5.05 to 5.31 billion for Alternatives 6A/B/C. POSITIVE IMPACTS: Project implementation would: improve air quality; improve mobility, congestion and safety; and assess alternative, green goods movement technologies. NEGATIVE IMPACTS: Alternative 5A would convert 1,352 acres of land to transportation uses. Alternatives 6A/B/C would convert 1,652 to 1,657 acres of land to transportation uses. Jurisdictional wetlands would be impacted and 14.4 to 20.3 acres of estuarine habitat and riparian/riverine habitats would be displaced. Green turtle and California least tern may be affected, but are not likely to be adversely affected. The improved I-710 would encroach at 22 Los Angeles River locations, one Compton Creek, and one Rio Hondo Channel location, but would not constitute a significant floodplain encroachment. Alternative 5A would result in 115 residential and 88 nonresidential relocations. Alternatives 6A/B/C would result in 183 to 261 residential and 177 to 198 nonresidential displacements. Adverse impacts to 17 of 21 intersections in the study area would be mitigated. Traffic noise impacts would occur and sound walls are proposed throughout the length of the project for all sensitive land use categories. Disproportionate impacts to minority and low-income populations have the potential to be mitigated. Hazardous wastes may be encountered during excavation and construction activities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120229, Draft EIS-1,363 pages, Appendices--1,284 pages, July 13, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality KW - Drainage KW - Environmental Justice KW - Highways KW - Highway Structures KW - Motor Vehicles KW - Noise KW - Parks KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - California KW - Los Angeles River KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1151910251?accountid=14244 L2 - http://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=2012-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-710+CORRIDOR+PROJECT+FROM+OCEAN+BOULEVARD+TO+STATE+ROUTE+60%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=I-710+CORRIDOR+PROJECT+FROM+OCEAN+BOULEVARD+TO+STATE+ROUTE+60%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Los Angeles, California; DOT N1 - Date revised - 2012-11-01 N1 - SuppNotes - Draft. Preparation date: July 13, 2012 N1 - Last updated - 2012-11-15 ER - TY - RPRT T1 - CORPORATE AVERAGE FUEL ECONOMY STANDARDS, PASSENGER CARS AND LIGHT TRUCKS, MODEL YEARS 2017-2025. AN - 1151910237; 15425 AB - PURPOSE: Corporate Average Fuel Economy (CAFE) standards and vehicle greenhouse gas (GHG) emissions standards for the total U.S. fleet of passenger cars and light trucks built in model years (MY) 2017-2025 are proposed. Under the Energy Independence and Security Act, the National Highway Traffic Safety Administration (NHTSA) must establish separate standards for passenger cars and light trucks for each model year, subject to two principal requirements. First, the standards must be set at levels high enough to ensure that the combined U.S. passenger car and light-truck fleet achieves an average fuel economy level of not less than 35 miles per gallon (mpg) not later than MY 2020. Second, the agency must establish separate average fuel economy standards for all new passenger cars and light trucks at the maximum feasible average fuel economy level that the Secretary of Transportation decides the manufacturers can achieve in that model year. The Environmental Protection Agency (EPA) is proposing standards that are projected to require, on an average industry fleet wide basis, 163 grams/mile of carbon dioxide in model year 2025, which is equivalent to 54.5 mpg if this level were achieved solely through improvements in fuel efficiency. Four alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. The No Action Alternative assumes that NHTSAs MY 2016 CAFE standards and EPAs MY 2016 GHG standards would continue. Alternative 2 represents the lower bound of the range of annual stringency increases NHTSA believes includes the maximum feasible stringency and would require a two percent average annual fleetwide increase in mpg for both passenger cars and light trucks for MYs 20172025. Under Alternative 3, which is the preferred alternative, manufacturers would be required to meet an estimated average fleetwide fuel economy level of 40.3 to 41.0 mpg in MY 2021 and 48.7 to 49.7 mpg in MY 2025. For passenger cars, the annual increase in the stringency between model years 2017 and 2021 averages 3.6 percent. NHTSA is proposing a slower annual rate of improvement for light trucks in the first phase of the program. For light trucks, the proposed annual increase in stringency in MYs 2017 through 2025 averages 2.3 percent per year. In MYs 2022-2025, the annual increase in stringency for passenger cars and for light trucks is expected to average 4.4 percent. Alternative 4 represents the upper bound of the range of annual stringency increases NHTSA believes includes the maximum feasible stringency and would require a seven percent average annual fleetwide increase in mpg for both passenger cars and light trucks for MYs 20172025. POSITIVE IMPACTS: The preferred alternative represents the required fuel economy level NHTSA has tentatively determined to be the maximum feasible level based on balancing technological feasibility, economic practicability, the effect of other motor vehicle standards on fuel economy, and the need of the United States to conserve energy. The proposed standards are currently projected to reduce GHGs by approximately two billion metric tons and save four billion barrels of oil over the lifetime of MYs 2017-2025 vehicles relative to the MY 2016 standards already in place. NEGATIVE IMPACTS: The growth in the number of passenger cars and light trucks, combined with assumed increases in their average use, is projected to outpace improvements in fuel economy under Alternative 2 and the preferred alternative, resulting in projected increases in total fuel consumption over the long term. The proposed alternatives would not prevent climate change, but would only result in reductions in the anticipated increases in carbon dioxide concentrations, temperature, precipitation, and sea level. The average cost for a MY 2025 vehicle to meet the proposed standards is estimated to be about $2,000 greater than a vehicle that would meet the level of the MY 2016 standards in MY 2025. However, fuel savings for consumers are expected to more than offset the higher vehicle costs. 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.). JF - EPA number: 120228, Summary--54 pages, Final EIS--824 pages, Appendices--5,381 pages, July 13, 2012 PY - 2012 KW - Manufacturing KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emissions 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/1151910237?accountid=14244 L2 - http://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=2012-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2017-2025.&rft.title=CORPORATE+AVERAGE+FUEL+ECONOMY+STANDARDS%2C+PASSENGER+CARS+AND+LIGHT+TRUCKS%2C+MODEL+YEARS+2017-2025.&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 - 2012-11-01 N1 - SuppNotes - Final. Preparation date: July 13, 2012 N1 - Last updated - 2012-11-15 ER - TY - RPRT T1 - MTA/LONG ISLAND RAILROAD EAST SIDE ACCESS, NEW YORK, QUEENS, BRONX, NASSAU, AND SUFFOLK COUNTIES, NEW YORK (ADOPTION OF THE FEDERAL TRANSIT ADMINISTRATION FINAL EIS OF MARCH 2001). AN - 1124734957; 15415 AB - PURPOSE: Financing for elements of the East Side Access Project which will connect the Long Island Rail Roads (LIRR) Main and Port Washington lines in Queens to a new LIRR terminal beneath Grand Central Terminal in Manhattan, New York is proposed. Construction of the project began in 2001. The Metropolitan Transit Authority (MTA) has requested the financing from the Federal Railroad Administration (FRA) through the Railroad Rehabilitation and Improvement Financing (RRIF) Program. In March of 2001, the MTA and the Federal Transit Administration (FTA) issued a final EIS which considered the East Side Access Project as proposed, a No Action Alternative, and a transportation system management alternative. The approved project includes construction of new tunnel connections beneath Sunnyside Yard in Queens and approximately three miles of new tunnel in Manhattan. The projects multiple tunnels total approximately 7.5 miles of new tunnels with approximately 13 miles of tracks. The project also involves the construction of numerous new structures, including new tracks, platforms, new off-street entrances, a new LIRR passenger station, ventilation and substation facilities, and new storage and maintenance facilities. The FRA is adopting the 2001 final EIS, six MTA technical memoranda with subsequent FTA reevaluations, and a 2006 environmental assessment related to design modifications of the project near East 50th Street. POSITIVE IMPACTS: The improved system would expand capacity on the LIRR, relieve train and pedestrian congestion at Pennsylvania Station, and balance utilization of Manhattan's railroad terminals. As automobiles are removed from the highway network and East River crossings, air quality would also be improved. NEGATIVE IMPACTS: Although the original final EIS is over 10 years old, there have been no changes to the project that would result in significant environmental impacts that were not evaluated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Intermodal Surface Transportation Efficiency Act of 1991, (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the FTA's final EIS, see 01-0200F, Volume 25, Number 2. JF - EPA number: 120218, Final EIS--993 pages, Appendices--1,183 pages, July 6, 2012 PY - 2012 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Wetlands KW - Wild and Scenic Rivers KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Intermodal Surface Transportation Efficiency Act, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734957?accountid=14244 L2 - http://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=2012-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MTA%2FLONG+ISLAND+RAILROAD+EAST+SIDE+ACCESS%2C+NEW+YORK%2C+QUEENS%2C+BRONX%2C+NASSAU%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK+%28ADOPTION+OF+THE+FEDERAL+TRANSIT+ADMINISTRATION+FINAL+EIS+OF+MARCH+2001%29.&rft.title=MTA%2FLONG+ISLAND+RAILROAD+EAST+SIDE+ACCESS%2C+NEW+YORK%2C+QUEENS%2C+BRONX%2C+NASSAU%2C+AND+SUFFOLK+COUNTIES%2C+NEW+YORK+%28ADOPTION+OF+THE+FEDERAL+TRANSIT+ADMINISTRATION+FINAL+EIS+OF+MARCH+2001%29.&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 - 2012-10-01 N1 - SuppNotes - Final. Preparation date: July 6, 2012 N1 - Last updated - 2012-11-01 ER - TY - JOUR T1 - Considering Sustainability in the Planning of Transit Systems: Istanbul Case AN - 1272741030; 17566992 AB - Traditionally, minimization of the total travel time spent by the passengers in the system is the most preferred objective while planning transit systems. To satisfy this objective, forecasted travel demands between zones and characteristics of the available fleet are taken into account, and at the end of the planning process, optimum frequencies of each transit lines are identified. Unfortunately, this planning approach is not sufficient as the negative effects of the global warming are growing each day. Fossil fuels are the primary energy sources for transport systems and accordingly, the emission of greenhouse gases especially carbon dioxide is accredited to this industry. Hence, it is impossible to ignore environmental requirements in the transit planning phase. In this study, we develop a bi-level and bi-objective optimization model to identify the optimum line frequencies. One of the objectives is to minimize the mean travel time of the passengers. The other objective is to minimize the total emission. A genetic algorithm is developed to solve this mathematical programming problem. A large instance related to Istanbul transit system involving 39 zones and 463 bus lines is solved with this solution method and results are elaborated. JF - World Congress on Engineering 2012. July 4-6, 2012. London, UK. AU - Buran, Busra AU - Feyzioglu, Orhan AD - Department of Transportation Planning, IETT, Erkan-i Harp Sok, No: 2 Tunel 34420 Beyoglu, Istanbul, Turkey, busra.buran@iett.gov.tr Y1 - 2012/07// PY - 2012 DA - Jul 2012 SP - 1543 EP - 1548 PB - International Association of Engineers VL - 3 SN - 2078-0958, 2078-0958 KW - Sustainability Science Abstracts KW - British Isles KW - Travel KW - Fossil fuels KW - Congress KW - Turkey, Istanbul KW - Emissions KW - Global warming KW - Greenhouse effect KW - Greenhouse gases KW - Carbon dioxide KW - Sustainability KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1272741030?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=conference&rft.jtitle=World+Congress+on+Engineering+2012.+July+4-6%2C+2012.+London%2C+UK.&rft.atitle=Considering+Sustainability+in+the+Planning+of+Transit+Systems%3A+Istanbul+Case&rft.au=Buran%2C+Busra%3BFeyzioglu%2C+Orhan&rft.aulast=Buran&rft.aufirst=Busra&rft.date=2012-07-01&rft.volume=3&rft.issue=&rft.spage=1543&rft.isbn=&rft.btitle=&rft.title=World+Congress+on+Engineering+2012.+July+4-6%2C+2012.+London%2C+UK.&rft.issn=20780958&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-01-01 N1 - Number of references - 33 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Travel; Fossil fuels; Congress; Emissions; Global warming; Greenhouse effect; Carbon dioxide; Greenhouse gases; Sustainability; British Isles; Turkey, Istanbul ER - TY - JOUR T1 - Testing wetland features to increase amphibian reproductive success and species richness for mitigation and restoration AN - 1038615163; 17110787 AB - Aquatic habitat features can directly influence the abundance, species richness, and quality of juvenile amphibians recruited into adult populations. We examined the influences of within-wetland slope, vegetation, and stocked mosquito fish (Gambusia affinis) on amphibian metamorph production and species richness during the first two years post-construction at 18 experimental wetlands in northeast Missouri (USA) grasslands. We used an information theoretic approach (AIC sub(C)) to rank regression models representing total amphibian metamorph production, individual amphibian species metamorph production, and larval amphibian species richness. Total amphibian metamorph production was greatest at shallow-sloped, fish-free wetlands during the first year, but shallow-sloped wetlands with high vegetation cover were best the second year. Species richness was negatively associated with fish and positively associated with vegetation in both survey years. Leopard frog (Rana blairi/sphenocephala complex) metamorph quality, based on average metamorph size, was influenced by slope and the number of cohorts in the wetland. However, the tested variables had little influence on the size of American toads (Bufo americanus) or boreal chorus frogs (Pseudacris maculata). Our results indicate that wetlands designed to act as functional reproductive habitat for amphibians should incorporate shallows, high amounts of planted or naturally established vegetation cover, and should be fish-free. JF - Ecological Applications AU - Shulse, C D AU - Semlitsch, R D AU - Trauth, K M AU - Gardner, JE AD - Missouri Department of Transportation, P.O. Box 270, Jefferson City, Missouri 65102 USA, Christopher.Shulse@modot.mo.gov A2 - Schimel, DS (ed) Y1 - 2012/07// PY - 2012 DA - Jul 2012 SP - 1675 EP - 1688 PB - Ecological Society of America, 1707 H Street, N.W., Suite 400 Washington DC 20006 United States VL - 22 IS - 5 SN - 1051-0761, 1051-0761 KW - ASFA 1: Biological Sciences & Living Resources; ASFA 3: Aquatic Pollution & Environmental Quality; Animal Behavior Abstracts; Sustainability Science Abstracts; Ecology Abstracts KW - Amphibiotic species KW - Species Richness KW - Bufo americanus KW - Abundance KW - Gambusia affinis KW - Freshwater KW - Freshwater fish KW - Models KW - Vegetation cover KW - Frogs KW - Pseudacris maculata KW - Regression analysis KW - USA, Missouri KW - Wetlands KW - Species richness KW - Biological surveys KW - Amphibians KW - Vegetation KW - Habitat KW - Amphibia KW - Grasslands KW - Rana blairi KW - Habitat improvement KW - Fish KW - Breeding success KW - Y 25150:General/Miscellaneous KW - Q1 08463:Habitat community studies KW - M3 1010:Issues in Sustainable Development KW - D 04040:Ecosystem and Ecology Studies KW - Q5 08524:Public health, medicines, dangerous organisms UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1038615163?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%3Aasfaaquaticpollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Ecological+Applications&rft.atitle=Testing+wetland+features+to+increase+amphibian+reproductive+success+and+species+richness+for+mitigation+and+restoration&rft.au=Shulse%2C+C+D%3BSemlitsch%2C+R+D%3BTrauth%2C+K+M%3BGardner%2C+JE&rft.aulast=Shulse&rft.aufirst=C&rft.date=2012-07-01&rft.volume=22&rft.issue=5&rft.spage=1675&rft.isbn=&rft.btitle=&rft.title=Ecological+Applications&rft.issn=10510761&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-09-01 N1 - Last updated - 2014-12-11 N1 - SubjectsTermNotLitGenreText - Biological surveys; Vegetation cover; Species Richness; Amphibiotic species; Habitat improvement; Wetlands; Habitat; Freshwater fish; Breeding success; Grasslands; Abundance; Regression analysis; Vegetation; Species richness; Models; Frogs; Amphibians; Fish; Amphibia; Rana blairi; Pseudacris maculata; Bufo americanus; Gambusia affinis; USA, Missouri; Freshwater ER - TY - RPRT T1 - TAOS REGIONAL AIRPORT, AIRPORT LAYOUT PLAN IMPROVEMENTS, TOWN OF TAOS, TAOS COUNTY, NEW MEXICO. AN - 1111854721; 15400 AB - PURPOSE: The expansion of Taos Regional Airport in Taos County, New Mexico is proposed. The 814.5-acre airport is owned by the Town of Taos and is used by a variety of cabin-class, general aviation jet aircraft. At present, the airport does not provide all-weather wind coverage to safely accommodate existing and proposed aviation demand. The area of potential effect for the expansion project is a National Register-eligible historic district comprising Taos Pueblo, 80 identified traditional cultural properties, and other unidentified traditional cultural properties. The proposed airfield improvements include: a new 8,600-foot by 100-foot runway and full length parallel taxiway which would accommodate aircraft weighing up to 60,000 pounds; runway lighting; navigational aids for Category I Instrument Landing System capabilities; runway safety areas and protection zones, and associated grading, drainage, and utility relocations; and a remote transmitter/receiver installed on airport property to allow aircraft operators to communicate with air transport control in Albuquerque. Runway 4/22 would be shortened by 420 feet to the northeast to preclude the penetration of the relocated Runway 4 threshold siting surface by aircraft operating on the new runway/taxiway system and to keep the existing non-precision runway protection zone entirely on airport property. A new 3,200-foot-long airport access road would be constructed and the existing access road would be extended by 2,800 feet. Four alternatives, including a No Action Alternative, are considered in this final EIS. Alternative 2C is the airport layout plan proposed by the Town of Taos. Alternative 2D, which is the preferred alternative, would shift the proposed new runway 798 feet to the southeast to minimize floodplain impacts. Alternative 3 would involve construction of a new runway with a different directional orientation. If approved, the expansion would be completed in 2015 and would generate 2,665 additional annual aircraft operations at Taos Regional Airport. In 2020, the number of annual aircraft operations would increase by 3,890 to 19,148 total operations when compared to the No Action Alternative. This equates to seven additional daily operations in 2015 and 11 additional daily operations in 2020. POSITIVE IMPACTS: Implementation would enhance the safety and utility of the airport by providing a runway that allows for year-round wind coverage and that is of sufficient length to improve payload capacities of the existing and forecast design aircraft serving the Town of Taos. NEGATIVE IMPACTS: Construction would displace 465 acres of sagebrush and arroyo vegetative communities and encroach on 2.7 acres of 100-year floodplain. Aircraft noise would increase significantly, potentially affecting the Taos Pueblo World Heritage site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0472D, Volume 30, Number 4. JF - EPA number: 120202, Final EIS--506 pages, Appendices--2,306 pages, June 29, 2012 PY - 2012 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Biologic Surveys KW - Cultural Resources KW - Floodplains KW - Historic Districts KW - Historic Sites Surveys KW - Indian Reservations KW - Navigation Aids KW - Noise Assessments KW - Roads KW - Safety KW - Safety Analyses KW - Transportation KW - Visual Resources Surveys KW - Wildlife Habitat KW - New Mexico KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Districts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1111854721?accountid=14244 L2 - http://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=2012-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAOS+REGIONAL+AIRPORT%2C+AIRPORT+LAYOUT+PLAN+IMPROVEMENTS%2C+TOWN+OF+TAOS%2C+TAOS+COUNTY%2C+NEW+MEXICO.&rft.title=TAOS+REGIONAL+AIRPORT%2C+AIRPORT+LAYOUT+PLAN+IMPROVEMENTS%2C+TOWN+OF+TAOS%2C+TAOS+COUNTY%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2012-10-01 N1 - SuppNotes - Final. Preparation date: June 29, 2012 N1 - Last updated - 2012-10-15 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT B, FROM SH 288 TO I-45, BRAZORIA AND GALVESTON COUNTIES, TEXAS. AN - 1111854717; 15396 AB - PURPOSE: The construction of a 28.2-mile segment of State Highway (SH) 99, from SH 288 to Interstate 45 (I-45) South, in Brazoria and Galveston counties, Texas is proposed. Known as Grand Parkway Segment B, the highway would be one part of a planned 180-mile circumferential facility around Houston, serving as a third loop around the metropolitan area that would traverse Harris, Montgomery, Liberty, Chambers, Galveston, Brazoria, and Fort Bend counties. Due to limited funding, the Grand Parkway was separated into 11 segments to facilitate planning, design, and construction. While the proposed SH 99 Segment B would contribute to the overall purpose of the Grand Parkway, it would also fulfill the transportation needs within northern Brazoria and Galveston counties. Improvements are needed in the Segment B study area because transportation demand exceeds the current and future capacity of the existing infrastructure, the current system does not provide efficient connections between suburban communities and major radial roadways, and expected population growth will continue to strain the existing transportation infrastructure. The study area encompasses 170 square miles and includes all or part of eight incorporated communities. Although residential, commercial, and industrial development is present, the majority of the study area is primarily undeveloped, rural property. The City of Alvin and SH 35, both of which are located near the center of the study area, served as reference points for the labeling of proposed alignments which range from 21.2 to 28.2 miles in length. This draft EIS considers a No Build Alternative and seven alternative alignments: Northern, Northern 2, Central, Central-South, Southern, South-New, and Southern 2. The South-New alternative, which is the recommended alternative, would begin at the intersection of SH 288 and County Road 60 and pass through the south-central portion of the study area incorporating several miles of the existing SH 35 right-of-way (ROW) in and south of the City of Alvin. SH 99 Segment B would be constructed as a four-lane controlled access toll road on new location within a 400-foot ROW, to include auxiliary lanes between on-ramps and off-ramps where appropriate. The facility would be designed to accommodate a 70 miles per hour design speed. POSITIVE IMPACTS: The proposed highway would efficiently link the suburban communities and major roadways in Galveston and Brazoria counties, enhance mobility, respond to economic growth, and provide an additional hurricane evacuation route. NEGATIVE IMPACTS: The recommended alternative would require 1,182 acres of new ROW including 1,065 acres of prime farmland, 14 stream crossings, 22,667 linear feet of floodplains, and 45 acres of jurisdictional wetlands. Nine commercial and 13 residential sites would be displaced and 61 residential receivers would be impacted by noise. One archeological site and 115 historical sites within the study area could be affected. Similar to all alignments considered, the recommended alternative would affect visual resources in the immediate area, present potential access impacts, and cause possible changes to community cohesion. 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: 120198, Draft EIS--410 pages, Exhibits and Appendices--261 pages, June 29, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-05-D KW - Air Quality Assessments KW - Creeks KW - Cultural Resources Assessments KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Historic Sites KW - Hurricanes KW - Noise KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands 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/1111854717?accountid=14244 L2 - http://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=2012-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+B%2C+FROM+SH+288+TO+I-45%2C+BRAZORIA+AND+GALVESTON+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+B%2C+FROM+SH+288+TO+I-45%2C+BRAZORIA+AND+GALVESTON+COUNTIES%2C+TEXAS.&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 - 2012-10-01 N1 - SuppNotes - Draft. Preparation date: June 29, 2012 N1 - Last updated - 2012-10-15 ER - TY - RPRT T1 - LOWER SONORAN AND SONORAN DESERT NATIONAL MONUMENT RESOURCE MANAGEMENT PLAN, MARICOPA, PINAL, PIMA, GILA, AND YUMA COUNTIES, ARIZONA. AN - 1074615928; 15384 AB - PURPOSE: Alternatives for the management of 1.4 million acres of public lands and resources administered by the Bureau of Land Management (BLM) in south-central Arizona are proposed. The planning area covered by the Resource Management Plan (RMP) includes parts of Maricopa, Pinal, Pima, Gila, and Yuma counties and comprises 8.9 million acres of public, state, and private lands. On January 17, 2001, a portion of the planning area was designated by presidential proclamation as the Sonoran Desert National Monument (SDNM) to protect an array of scientific, biological, archaeological, geological, cultural, and historical objects. BLM-administered lands include 486,400 surface acres and 461,000 subsurface acres within the SDNM, referred to as the SDNM decision area. In the areas outside of the SDNM, referred to as the Lower Sonoran decision area, the BLM manages 930,200 surface acres and 1.1 million subsurface acres. Key issues include travel management, lands with wilderness characteristics, habitat management, livestock grazing, recreation management, and energy development. Five alternatives, including a No Action Alternative (Alternative A), are analyzed in this final EIS. Alternative B would emphasize recreation and resource development. Alternative C would attempt to balance resource protection with human use and influence by providing opportunities for a variety of uses, while placing an emphasis on resource protection and conservation. Alternative D would place the greatest emphasis on resource protection/conservation, and opportunities to visit remote settings and experience non-motorized, primitive recreation. Alternative E, which is the preferred alternative, incorporates elements from each of the other alternatives to provide a balance between human use and protection of sensitive resources. For the Lower Sonoran decision area, management prescriptions would: allow cultural and heritage tourism and scientific research when compatible with resource protection; manage or reconstruct existing wildlife waters, and build new ones, to sustain or enhance wildlife populations; designate 255,700 acres as wildlife habitat area; designate three new areas of critical environmental concern; allocate one Anza National Historical Trail (NHT) management area; protect wilderness characteristics on 91,200 acres; reduce motor vehicle access through moderate route closures and seasonal limitations; designate eight one-mile-wide utility corridors; and allocate grazing allotments as perennial, perennial-ephemeral, or ephemeral, as appropriate. For the SDNM decision area, management prescriptions would: allow cultural and heritage tourism and scientific research when compatible with resource protection; build new wildlife waters when needed to maintain or enhance wildlife resources; allocate the Lower Gila Historic Trail special cultural resource management area to protect a number of historic trails; allocate one Anza NHT management area; protect wilderness characteristics on 107,800 acres in the Sand Tank Mountains area; allocate grazing allotments north of Interstate 8 (I-8) as perennial, perennial-ephemeral, or ephemeral; modestly reduce motor vehicle access; provide increased non-motorized recreation opportunities; prohibit recreational target shooting, paintball, and wood collecting for campfires; and allocate Highway 238 and I-8 as scenic byways. No utility corridors would be designated and new land use authorizations would not be allowed within the SDNM. POSITIVE IMPACTS: The proposed RMP would respond to the establishment of the SDNM and consolidate three previous RMPs and five plan amendments which contain obsolete planning boundaries and management decisions. The preferred alternative would implement a unique prescription for managing the decision areas while providing long-term protection and resource conservation. NEGATIVE IMPACTS: Ground-disturbing activities such as grazing, recreation, and mineral exploration would result in removal of vegetation, the spread of invasive weed species, and accelerated erosion, compaction, displacement, puddling, and rutting of soils. Alterations could lead to decreased water availability, increased habitat fragmentation, changes in habitat and species composition, and direct loss of wildlife. Cultural resources would continue to be affected with varying levels of impacts. Potential prohibitions restricting grazing and mining activities would impact ranch businesses and the mining industry. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). JF - EPA number: 120186, Final EIS--1,507 pages and maps, Appendices--480 pages, June 15, 2012 PY - 2012 KW - Land Use KW - Agency number: BLM/AZ/PL-12/005 KW - Cultural Resources Management KW - Desert Land KW - Energy Sources KW - Grazing KW - Land Management KW - Mineral Resources Management KW - Monuments KW - Motor Vehicles KW - Range Management KW - Recreation Resources Management KW - Scenic Areas KW - Soils KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources Management KW - Water Resources Management KW - Wilderness Management KW - Wildlife KW - Wildlife Habitat KW - Arizona KW - Juan Bautista de Anza National Historical Trail KW - Sonoran Desert KW - Sonoran Desert National Monument KW - Federal Land Policy and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1074615928?accountid=14244 L2 - http://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=2012-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOWER+SONORAN+AND+SONORAN+DESERT+NATIONAL+MONUMENT+RESOURCE+MANAGEMENT+PLAN%2C+MARICOPA%2C+PINAL%2C+PIMA%2C+GILA%2C+AND+YUMA+COUNTIES%2C+ARIZONA.&rft.title=LOWER+SONORAN+AND+SONORAN+DESERT+NATIONAL+MONUMENT+RESOURCE+MANAGEMENT+PLAN%2C+MARICOPA%2C+PINAL%2C+PIMA%2C+GILA%2C+AND+YUMA+COUNTIES%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Phoenix, Arizona; DOI N1 - Date revised - 2012-09-01 N1 - SuppNotes - Final. Preparation date: June 15, 2012 N1 - Last updated - 2012-09-26 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1074615761; 15381 AB - PURPOSE: Alternatives for the basing of the U.S. Air Force's first pilot training center (PTC) for the F-35A Lightning II aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. This final EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Some of the F-16s currently stationed at Luke AFB are programmed for retirement, while two F-16 training squadrons are scheduled to be relocated to Holloman AFB. Two F-16 squadrons with 26 aircraft would remain. Auxiliary airfields for Luke AFB F-35A aircraft would be Gila Bend Air Force Auxiliary Field and Luke AFB Auxiliary Airfield 1. Weapons training would be conducted in Barry M. Goldwater Range East. Live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. Measures to avoid the potential for wildland fire from flare use would result in no appreciable increase in the incidence of rangeland fires. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would benefit surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: Noise levels generated by the F-35A in the vicinity of the main airfield at Luke AFB would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the preferred alternative, an additional 874 off-installation acres (247 of which are developed for residential use) would be affected by noise levels of 65 decibels or greater. Subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could impact traditional Native American uses of the area. The average number of sonic booms per day would decrease or remain the same as the baseline for F-16 flight operations . JF - EPA number: 120183, Executive Summary--92 pages, Final EIS--1,048 pages, Appendices--258 pages, Comments and Responses--1,632 pages, June 15, 2012 PY - 2012 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Fire Prevention KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1074615761?accountid=14244 L2 - http://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=2012-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-09-01 N1 - SuppNotes - Final. Preparation date: June 15, 2012 N1 - Last updated - 2012-09-26 ER - TY - RPRT T1 - PACIFIC AIR FORCES DIVERT ACTIVITIES AND EXERCISES, GUAM AND COMMONWEALTH OF THE NORTHERN MARIANA ISLANDS. AN - 1039879650; 15375 AB - PURPOSE: The improvement of an existing airport or airports in the Mariana Islands in support of expanding U.S. strategic interests and U.S. Air Force (USAF) mission requirements in the western Pacific is proposed. The study area includes existing airports in the Marianas region, existing seaports, and surrounding areas including easements or routes needed to transport petroleum products. The Mariana Islands archipelago straddles the Pacific Ocean and the Philippine Sea and hosts the U.S. military's westernmost training complex on U.S. soil, the Mariana Islands Range Complex (MIRC). There is not an existing divert or contingency airfield on U.S. territory in the western Pacific that is designed and designated to provide strategic operational and exercise capabilities for U.S. forces when needed and humanitarian airlift and disaster relief in times of natural or man-made disasters. The proposed action would involve construction of facilities and infrastructure to support a combination of cargo, fighter, and tanker aircraft and associated support personnel for divert landings, periodic exercises, and humanitarian assistance and disaster relief. This draft EIS considers a No Action Alternative and improvements at two airports: Saipan International Airport (Alternative 1) and Tinian International Airport (Alternative 2). The proposed action would include the following elements: potential runway extension up to 10,000 feet to accommodate the KC-135 Stratotanker (KC-135) aircraft; parking aprons to meet design requirements for the KC-135; associated pavement markings, lighting, and navigational aids; a temporary munitions storage area; hazardous cargo pad and arm/disarm pad; an aircraft hangar and maintenance facility; jet fuel receiving, storage, and distribution infrastructure; the ability to receive jet fuel on the island and ability to transfer it to the airfield; and temporary billeting, including medical, transportation, and dining services for the personnel supporting aircraft operations. The selected airport or airports would support: unscheduled aircraft landings; unscheduled/unplanned humanitarian airlift staging, including non-combatant evacuation operation; and a limited number of scheduled joint, combined, and unit-level military training activities and exercises. Military exercises would take place annually for a maximum combined total of 60 days per year. This draft EIS addresses only the ground movements and immediate approaches and departures at the airport or airports selected for improvement. Actual air warfare and air logistics training are addressed by the MIRC EIS, for which a Record of Decision was issued on July 20, 2010. Saipan International Airport (Alternative 1) is the preferred location for the improvements under consideration. POSITIVE IMPACTS: Implementation would develop critical enhancements to an airport in proximity to the Philippine Sea to increase operational and divert capabilities needed by the USAF, especially in humanitarian relief and joint exercises. The proposed facilities would ensure the capability to meet mission requirements in the event that access to Andersen Air Force Base or other western Pacific locations is limited or denied. NEGATIVE IMPACTS: Construction would impact soils, and increases in impervious surfaces and petroleum spills would affect groundwater quality. USAF missions would have periodic adverse impacts on the immediate airspace and airfield operations. Adverse impacts on the local population, housing, and public services would be expected under both action alternatives. Significant noise impacts would occur under a high-use scenario (12 F-16 and 12 F-aircraft operating from the selected airport) with potential for disproportionately high impacts on minority or low-income populations on Saipan. Alternative 1 would have adverse impacts on the Aslito/Isley Field National Historic Landmark. LEGAL MANDATES: Executive Order 12898. PRIOR REFERENCES: For the abstract of the Mariana Islands Range Complex final EIS, see 10-0228F, Volume 34, Number 2. JF - EPA number: 120177, 478 pages, June 8, 2012 PY - 2012 KW - Defense Programs KW - Air Quality Assessments KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Fuel Storage KW - Historic Sites KW - Housing KW - Islands KW - Military Operations (Air Force) KW - Military Operations (Joint) KW - Municipal Services KW - Munitions KW - Tanks KW - Transportation KW - Northern Mariana Islands KW - Saipan International Airport KW - Tinian International Airport KW - Executive Order 12898, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1039879650?accountid=14244 L2 - http://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=2012-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PACIFIC+AIR+FORCES+DIVERT+ACTIVITIES+AND+EXERCISES%2C+GUAM+AND+COMMONWEALTH+OF+THE+NORTHERN+MARIANA+ISLANDS.&rft.title=PACIFIC+AIR+FORCES+DIVERT+ACTIVITIES+AND+EXERCISES%2C+GUAM+AND+COMMONWEALTH+OF+THE+NORTHERN+MARIANA+ISLANDS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Headquarters Pacific Air Forces, Joint Base Pearl Harbor-Hickam, Hawaii; AF N1 - Date revised - 2012-09-01 N1 - SuppNotes - Draft. Preparation date: June 8, 2012 N1 - Last updated - 2012-09-17 ER - TY - RPRT T1 - US 50 CROSSING STUDY, MD 611 TO MD 378; AND FIFTH STREET TO SOMERSET STREET, WORCESTER COUNTY, MARYLAND. AN - 1039879647; 15372 AB - PURPOSE: The replacement of the Harry W. Kelly Memorial Bridge which carries US 50 across Sinepuxent Bay in Worcester County, Maryland is proposed. The bridge marks the eastern extent of US 50, entering the Town of Ocean City aligned with Caroline Street. The study corridor encompasses the portions of Ocean City from Maryland Highway (MD) 611 to MD 378 (Baltimore Avenue) in the east-west direction, and the areas between 5th Street and Somerset Street in the north-south direction. The 69-year-old bridge is considered functionally obsolete due to its narrow curb-to-curb roadway width, which is substandard for the traffic volumes that it accommodates, particularly during summer months. This final EIS discusses the five alternatives detailed in the draft EIS of April 2008, as well as two additional alternatives that were developed based on comments from local elected officials and the Ocean City Town Manager. Alternative 5A is the preferred alternative and would include a new parallel bridge just north of US 50, tying back into Division Street. The bridge would have a 30-foot high draw span and carry inbound and outbound traffic on four lanes. The typical section includes a 7-foot shoulder and 5-foot 8-inch sidewalk along both sides of the roadway with a 6-foot median. St. Louis Avenue would need to be relocated underneath US 50 to continue the north/south connection. The preferred alternative also incorporates removal of the current bridges bascule span. Future studies would determine whether to retain any portion of the existing bridge for use by pedestrians or as a recreational facility (fishing pier). The cost of the preferred alternative is estimated in the range of $310 to $325 million. POSITIVE IMPACTS: The new bridge would provide a safe and efficient crossing of the bay and access to and from the commercial center of Ocean City. It would correct deficiencies for one of three emergency evacuation routes from the barrier peninsula and the higher draw span would reduce the number of required bridge openings. NEGATIVE IMPACTS: Three acres of new right-of-way would displace six residences and two businesses. Construction would also result in the partial loss of a small tidal wetland along the north side of US 50 at the western edge of the bay. The project would encroach upon 2.2 acres of 100-year floodplain and create 5.3 acres of new impervious surface, increasing stormwater runoff into the bay. Dredging and other construction activities would disturb bay bottom sediments and cause fish and marine turtles to avoid the area temporarily. The removal of the bascule span from the existing bridge would destroy a primary element of an historic property. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0214D, Volume 32, Number 2. JF - EPA number: 120174, 452 pages and maps, June 8, 2012 PY - 2012 KW - Roads and Railroads KW - Bridges KW - Dredging KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Hurricanes KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Maryland KW - Sinepuxent Bay KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1039879647?accountid=14244 L2 - http://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=2012-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+50+CROSSING+STUDY%2C+MD+611+TO+MD+378%3B+AND+FIFTH+STREET+TO+SOMERSET+STREET%2C+WORCESTER+COUNTY%2C+MARYLAND.&rft.title=US+50+CROSSING+STUDY%2C+MD+611+TO+MD+378%3B+AND+FIFTH+STREET+TO+SOMERSET+STREET%2C+WORCESTER+COUNTY%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 - 2012-09-01 N1 - SuppNotes - Final. Preparation date: June 8, 2012 N1 - Last updated - 2012-09-17 ER - TY - RPRT T1 - SOUTH PADRE ISLAND SECOND ACCESS PROJECT, STATE HIGHWAY 100, ACROSS THE LAGUNA MADRE, TO PARK ROAD 100, CAMERON COUNTY, TEXAS. AN - 1039879646; 15371 AB - PURPOSE: Construction of a secondary causeway and associated highway improvements connecting South Padre Island to the mainland in eastern Cameron County, Texas is proposed. The Queen Isabella Memorial Causeway, a four-lane, 2.5-mile-long bridge spanning the Laguna Madre and the Gulf Intracoastal Waterway, is the only roadway access to South Padre Island. There are three major roadways that feed traffic onto the causeway and the island: Farm-to-Market Road (FM) 510, State Highway (SH) 100 and SH 48. During peak periods, the causeway experiences severe congestion which can be exacerbated by traffic accidents or other incidents. In 2001, an accident involving four loaded barges incapacitated the Queen Isabella Memorial Causeway for two months while repairs were made and state officials brought in ferries to temporarily carry cars across the Laguna Madre. The 2nd Access Project would be a controlled access facility that would extend from SH 100 on the mainland to Park Road 100 on South Padre Island. The study area is located between San Roman Road to the west, the Gulf of Mexico to the east, northeast Brownsville to the southwest, South Bay to the southeast and rural South Padre Island to the north. Cities and towns within the study area include South Padre Island, Port Isabel, Laguna Heights, Laguna Vista, Brownsville and Bayview. The proposed action would include three major components: the mainland roadways, the Laguna Madre crossing bridge and the island roadway. The mainland roadway component would consist of a four-lane facility within a 150-foot right-of-way (ROW) from SH 100 north to either Buena Vista Drive, Laguna Vista Drive or FM 510 and a 400-foot ROW from the end of the 150-foot section to the Laguna Madre. The Laguna Madre crossing component, which would be access controlled and tolled, would consist of four lanes within a single 80-foot wide bridge. The island roadway component of the project would also consist of four lanes with sidewalks and would extend from the bridge to an interchange with Park Road 100 within a 400-foot ROW, then to the project terminus within the existing four-lane section of Park Road 100. Within the project limits, two additional Park Road 100 travel lanes would be constructed (one in each direction) within the existing Park Road 100 ROW. The proposed design speed is 60 miles per hour. This draft EIS evaluates 11 possible routes and a No Action Alternative. The route alternatives range in total length from 12 to 19.4 miles, and in estimated total cost from $452 to $535 million. Alternative 6, a 17.6-mile route, is the preferred alternative and would cost an estimated $511 million. POSITIVE IMPACTS: The proposed project would benefit area residents and visitors by improving safety, increasing mobility, encouraging economic development, and providing a second emergency evacuation route for the island. NEGATIVE IMPACTS: The project area contains wildlife sanctuaries, coastal preserves, national wildlife refuges and colonial waterbird rookery areas. The Laguna Atascosa National Wildlife Refuge is home to 13 confirmed resident ocelots, an endangered species. The build alternatives would encroach upon the 100-year floodplain and potentially impact nine general vegetation community types including wetlands, dunes, brush and farmland. Construction, operation, and maintenance of the proposed project may result in displacement of fish and benthic organisms, and incidental take of marine mammals. The preferred alternative would require the acquisition of 240.6 acres of new ROW, encroach upon 236.5 acres of floodplains, and directly impact 40.5 acres of seagrasses, 28.3 acres of sand dunes, 360.6 acres of wildlife habitat and 139.1 acres of wetlands. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120173, Draft EIS--558 pages, Exhibits--195 maps, Appendices--1,678 pages, June 8, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-09-02-D KW - Birds KW - Bridges KW - Coastal Zones KW - Dunes KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Fish KW - Floodplains KW - Highways KW - Highway Structures KW - Islands KW - Marine Mammals KW - Roads KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Gulf Intracoastal Waterway KW - Laguna Madre KW - South Padre Island KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1039879646?accountid=14244 L2 - http://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=2012-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+PADRE+ISLAND+SECOND+ACCESS+PROJECT%2C+STATE+HIGHWAY+100%2C+ACROSS+THE+LAGUNA+MADRE%2C+TO+PARK+ROAD+100%2C+CAMERON+COUNTY%2C+TEXAS.&rft.title=SOUTH+PADRE+ISLAND+SECOND+ACCESS+PROJECT%2C+STATE+HIGHWAY+100%2C+ACROSS+THE+LAGUNA+MADRE%2C+TO+PARK+ROAD+100%2C+CAMERON+COUNTY%2C+TEXAS.&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 - 2012-09-01 N1 - SuppNotes - Draft. Preparation date: June 8, 2012 N1 - Last updated - 2012-09-17 ER - TY - RPRT T1 - ATLANTA BELTLINE, CITY OF ATLANTA, FULTON COUNTY, GEORGIA (TIER 1 ENVIRONMENTAL IMPACT STATEMENT). AN - 1038038648; 15355 AB - PURPOSE: A fixed guideway transit and multi-use trails system within a 22-mile corridor encircling central Atlanta, Fulton County, Georgia is proposed. The Atlanta BeltLine is part of a comprehensive economic development effort combining greenspace, trails, transit, and new development along historic rail segments. The project study area is the quarter-mile on each side of the five existing or former railroad corridors that, together, encircle central Atlanta: the Decatur Belt, the Atlanta and West Point Railroad BeltLine, the Louisville and Nashville Railroad BeltLine, the CSX Corridor, and the Norfolk Southern Corridor. These railroad corridors form a circuit that intersects Metropolitan Atlanta Rapid Transit Authority (MARTA) rail corridors near six stations: Lindbergh Center, Inman Park/Reynoldstown, King Memorial, West End, Bankhead, and Ashby. The Tier 1 draft EIS evaluated transit and trail build alternatives to support decision making with regard to selection of either modern streetcar or light rail transit technology, selection of a general alignment of new transit and trails, and establishment of right-of-way (ROW) needs. The transit build alternatives are identical in the northeast, southeast, and southwest zones where they are located adjacent to or within the same railroad corridors. This Tier 1 final EIS identifies modern streetcar as the most appropriate mode for the Atlanta BeltLine and compares the preferred transit and trail alignments with a No Build Alternative. The preferred transit alternative would accommodate approximately 50 station locations with an average spacing of slightly less than a half mile. In the northwest zone, beginning at Joseph E. Boone Boulevard, the preferred D-Marietta Boulevard Streetcar Alternative route travels north on former CSX ROW before transitioning to an alignment using Marietta Boulevard as an in-street running section. The alignment turns east across vacant land to rejoin the area adjacent to, but outside the CSX corridor west of Howell Mill Road, and travels east toward Lindbergh Center. In general, the preferred trail alternative follows alongside the preferred transit alternative in the northeast, southeast, and southwest zones. In the northwest zone, the preferred trail alternative follows the preferred transit alternative alignment except in three key areas: around Maddox Park, around the Atlanta Water Works, and along Tanyard Creek near Bobby Jones Golf Course. In these areas, other parallel streets and ROW would enable access to neighborhoods and parks that are not adjacent to the preferred transit alternative alignment. Preliminary capital cost estimates in 2009 dollars for the preferred transit and trail alternatives are $1.61 billion and $100.4 million, respectively. A Tier 2 process will identify and assess trail design elements, transit station locations, vehicle types, storage facilities, site-specific impacts, and mitigation measures for impacts that cannot be avoided. POSITIVE IMPACTS: Implementation would improve access and mobility for residents and workers by increasing in-city transit and bicycle/pedestrian options, and providing links in and between those networks. Social and economic opportunity at the individual, community, and city levels would be expanded. NEGATIVE IMPACTS: The Atlanta BeltLine would convert 91.8 acres of land to transit use and 76.9 acres to trails. New impervious surface could increase stormwater run-off. The project could disrupt freight rail operations in the southeast zone and cause delays to buses and the general traffic where in-street alignments are used. The preferred transit and trail alternatives could impact over 100 cultural, historic, and archeological resources. Operation would create potential noise and vibration impacts on all residents in the southeast and southwest, including environmental justice populations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). JF - EPA number: 120157, Final EIS--49 pages, Appendices--525 pages, May 25, 2012 PY - 2012 KW - Roads and Railroads KW - Community Development KW - Cultural Resources KW - Environmental Justice KW - Noise KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Urban Development KW - Georgia KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1038038648?accountid=14244 L2 - http://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=2012-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ATLANTA+BELTLINE%2C+CITY+OF+ATLANTA%2C+FULTON+COUNTY%2C+GEORGIA+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ATLANTA+BELTLINE%2C+CITY+OF+ATLANTA%2C+FULTON+COUNTY%2C+GEORGIA+%28TIER+1+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2012-09-01 N1 - SuppNotes - Final. Preparation date: May 25, 2012 N1 - Last updated - 2012-09-06 ER - TY - RPRT T1 - INTERSTATE 5/STATE ROUTE 56 INTERCHANGE PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 1034648105; 15348 AB - PURPOSE: Improvements to the Interstate 5/State Route 56 (I-5/SR-56) interchange within the City of San Diego in San Diego County, California are proposed. Although SR-56 is classified as a prime arterial east/west corridor between I-5 and I-15, the existing I-5/SR-56 interchange network requires drivers to exit the freeway to travel from southbound I-5 to eastbound SR-56 and from westbound SR-56 to northbound I-5. The lack of direct freeway travel between I-5 and SR-56 forces drivers to use Carmel Valley Road and El Camino Real for access causing congestion and increased traffic on local surface streets. Forecasts predict that local street traffic volumes would more than double by 2030 along Del Mar Heights Road east of I-5, if no improvements are made. Additionally, traffic volumes are anticipated to double at seven of the 19 local street interchange ramps within the project limits. The collective length of the proposed project is 4.6 miles (2.1 miles on I-5 and 2.5 miles on SR-56). The majority of the land surrounding the project area is developed, urban, or preserved as open space. Four build alternatives and a No Build Alternative (Alternative 1) are considered in this draft EIS. The Direct Connector Alternative (Alternative 2) would involve construction of grade-separated ramps with two general-purpose lanes that would directly connect westbound SR-56 to northbound I-5 and southbound I-5 to eastbound SR-56. Alternative 3 would involve construction of an auxiliary lane along southbound I-5, between the southbound on-ramp at Del Mar Heights Road and the southbound off-ramp at Carmel Valley Road, to help facilitate merging traffic. The southbound off-ramp would be widened to a two-lane freeway exit, and the northbound on- and off-ramps would be widened at Carmel Valley Road. The Hybrid Alternative (Alternative 4) would involve construction of a westbound SR-56 to northbound I-5 direct connector having two general-purpose lanes and an auxiliary lane along southbound I-5 between the southbound on-ramp at Del Mar Heights Road and the southbound off-ramp at Carmel Valley Road to reduce merging traffic. Widening also would occur at the southbound I-5 off-ramp (to a two-lane freeway exit) and northbound I-5 off-ramp at Carmel Valley Road. The Hybrid with Flyover Alternative (Alternative 5) would involve construction of a two-lane west-to-north direct connector, a southbound I-5 auxiliary lane between the Del Mar Heights Road on-ramp and the Carmel Valley Road off-ramp, widening of the northbound and southbound off-ramps at Carmel Valley Road, and the construction of an on-ramp to directly connect eastbound Carmel Valley Road to the eastbound SR-56 fast lane. This feature would allow traffic traveling from southbound I-5 to eastbound SR-56 to bypass the signalized intersection at El Camino Real. Total costs of alternatives 2, 3, 4 and 5 are estimated in 2011 dollars at $250 to $270 million, $95 to $115 million, $160 to $180 million, and $205 to $225 million, respectively. POSITIVE IMPACTS: The proposed project would provide a connection between southbound I-5 and eastbound SR-56 and westbound SR-56 and northbound I-5. The effective connection of the two major freeways would help improve regional mobility, inter-regional mobility and relieve local traffic congestion. NEGATIVE IMPACTS: Construction would disturb 30.6 to 91.2 acres of soils in areas with high paleontological resource sensitivity. Impacts would be minimized through monitoring, fossil salvage, fossil analysis, fossil preparation, and reporting. Compensatory mitigation for permanent impacts to coastal sage scrub and southern maritime chaparral would be completed on the slopes of San Dieguito Lagoon at a proposed 2:1 ratio. The project would create an additional 12.4 to 38.1 acres of impervious surface and require 15 to 27 partial residential acquisitions and four to 15 partial business acquisitions. Noise impacts would approach or exceed noise abatement criteria at 67 to 86 receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 120150, 615 pages and maps, May 18, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-11-D KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Standards KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Visual Resources Surveys 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/1034648105?accountid=14244 L2 - http://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=2012-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5%2FSTATE+ROUTE+56+INTERCHANGE+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+5%2FSTATE+ROUTE+56+INTERCHANGE+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Diego, California; DOT N1 - Date revised - 2012-08-01 N1 - SuppNotes - Draft. Preparation date: May 18, 2012 N1 - Last updated - 2012-08-23 ER - TY - RPRT T1 - CAPITOL EXPRESSWAY CORRIDOR, CITY OF SAN JOSE, SANTA CLARA COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMACT STATEMENT OF APRIL 2004). AN - 1034648104; 15347 AB - PURPOSE: The extension of light rail transit (LRT) along the Capitol Expressway corridor from the existing Alum Rock Station to Eastridge Transit Center in the City of San Jose, Santa Clara County, California is proposed. Planning for LRT along the Capitol Expressway has been ongoing since the 1990s and a draft EIS for the project was circulated in April 2004, but the opportunity for securing federal funds at that time was limited and a final EIS was never completed. This draft supplemental EIS analyzes a No Build Alternative and the Light Rail Alternative, which would consist of a 2.3-mile extension of the existing Capitol Light Rail system. Light rail would operate primarily in the median of Capitol Expressway within exclusive and semi-exclusive rights-of-way. Property acquisition would be minimized through the removal of two high occupancy vehicle (HOV) lanes. The alignment would include an elevated section extending north of Capitol Avenue to south of Story Road, and an elevated crossing of Tully Road. New light rail stations would be constructed at Story Road (aerial), Ocala Avenue (at-grade) and Eastridge Transit Center (at-grade). The park-and-ride lot at Eastridge Mall would be expanded and traction power substations would be added at Ocala Avenue and Eastridge Transit Center. Approximately five 115-kilovolt electrical transmission towers and two tubular steel poles would be relocated from the median of Capitol Expressway to the east side of Capitol Expressway in order to accommodate the project. Pedestrian and landscaping enhancements would be implemented at various locations along the light rail corridor. Curb lanes on both sides of Capitol Expressway would be 17 to 18 feet for the entire length to allow use of the shoulders by bicycles. Heavy maintenance activities for vehicles used on the line would continue to be performed at the existing Guadalupe Light Rail Division on West Younger Street in San Jose. Construction would take place over several years beginning in 2015 and ending in 2018. The estimated capital costs for the Light Rail Alternative are $272 million in 2009 dollars. POSITIVE IMPACTS: Regional connectivity would be enhanced through expanded, interconnected transit services along some of the primary travel corridors in the county. Regional air quality would improve due to a decline in automobile use. NEGATIVE IMPACTS: Construction and tree removal could disturb nesting migratory birds and would displace 5.2 acres of potential habitat for the special-status burrowing owl. Development would require one full acquisition where two businesses would be displaced, and 59 partial acquisitions and easements. The LRT system would traverse an area affected by seismic activity and that is highly susceptible to liquefaction. One archaeological resource site could be impacted. Traffic congestion at the Capitol Expressway intersections with South Capitol Avenue and Ocala Avenue would worsen and HOV and bus travel times would increase with possible impacts to environmental justice populations. Area residents would be exposed to increased noise, vibration, light and glare. 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0451D, Volume 28, Number 4. JF - EPA number: 120149, Draft Supplemental EIS--321 pages and maps, Appendices--109 pages and maps, May 18, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Easements KW - Environmental Justice KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Transit Law, Funding KW - National Historic Preservation Act of 1966, Archaeological 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/1034648104?accountid=14244 L2 - http://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=2012-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAPITOL+EXPRESSWAY+CORRIDOR%2C+CITY+OF+SAN+JOSE%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMACT+STATEMENT+OF+APRIL+2004%29.&rft.title=CAPITOL+EXPRESSWAY+CORRIDOR%2C+CITY+OF+SAN+JOSE%2C+SANTA+CLARA+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMACT+STATEMENT+OF+APRIL+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-08-01 N1 - SuppNotes - Draft. Preparation date: May 18, 2012 N1 - Last updated - 2012-08-23 ER - TY - RPRT T1 - SAN DIEGO FREEWAY (I-405) IMPROVEMENT PROJECT, BETWEEN STATE ROUTE 73 AND INTERSTATE 605, ORANGE AND LOS ANGELES COUNTIES, CALIFORNIA. AN - 1034648006; 15350 AB - PURPOSE: Improvements to the mainline freeway and interchanges of Interstate 405 (I-405), also known as the San Diego Freeway, between 0.2-mile south of Bristol Street and 1.4 miles north of I-605, in Orange and Los Angeles counties, California are proposed. The 16-mile-long project corridor is primarily located in Orange County on I-405 and traverses the cities of Costa Mesa, Fountain Valley, Huntington Beach, Westminster, Garden Grove, Seal Beach, Los Alamitos, Long Beach, and the community of Rossmoor. I-405 is currently a controlled-access highway facility, with eight to 12 mixed-flow general purpose lanes and two high-occupancy vehicle (HOV) lanes, which is over capacity and subject to traffic congestion and travel delays. By 2040, traffic is projected to grow by 30 to 35 percent in response to population and employment increases in the region and delays are expected to worsen. Fifteen local street interchanges and three freeway-to-freeway interchanges are within the limits of the proposed project improvements. Four alternatives, including a No Build Alternative, are evaluated in this draft EIS. Alternative 1 would add a single general purpose lane in each direction on I-405 from Euclid Street to the I-605 interchange and provide a full standard highway cross section, with 12-foot-wide mainline travel lanes. Outside shoulders would be 10 feet wide and inside shoulders would have a maximum width of 10 feet. Nine mandatory and 18 advisory design standards would require design exceptions at one or more locations along the corridor. Alternative 2 would add one general purpose lane in each direction on I-405 from Euclid Street to the I-605 interchange, plus add a second general purpose lane in the northbound direction from Brookhurst Street to the SR-22/7th Street interchange and a second general purpose lane in the southbound direction from the Seal Beach Boulevard on-ramp to Brookhurst Street. This alternative would provide nonstandard highway cross sections with 11-foot-wide mainline travel lanes from Seal Beach Boulevard to SR-22 to avoid Naval Weapons Station Seal Beach. Nine mandatory and 17 advisory design standards would require design exceptions at one or more locations along the corridor. Alternatives 1 and 2 would provide continuous access between the HOV and general purpose lanes. Alternative 3 would add one general purpose lane in each direction on I-405 from Euclid Street to the I-605 interchange, plus add a tolled express lane in each direction of I-405 from SR-73 to SR-22 East. The tolled express lane and the existing HOV lanes would be managed jointly as a tolled express facility with two lanes in each direction from SR-73 to I-605. The tolled express facility would operate so that HOVs with only two occupants would be tolled and HOVs with three or more occupants would either be free or receive a discount. All of the build alternatives would require relocation of existing utilities and complete replacement of 16 local street overcrossings and a pedestrian bridge over I-405. Construction would last 48 to 54 months and preliminary cost estimates for the build alternatives are estimated at $1.3 billion, $1.4 billion, and $1.7 billion, respectively. POSITIVE IMPACTS: The proposed project would relieve congestion and improve operational efficiency on I-405 between SR-73 and I-605. NEGATIVE IMPACTS: Construction could disrupt local business operations. Periodic freeway arterial and ramp lane closures would impede traffic mobility and could have adverse impacts on community character within cities adjacent to the construction zone. The addition of lanes would result in the permanent removal of most of the vegetation along the I-405 mainline and the percentage of pavement/hardscape within the right-of-way (ROW) would increase by 18 percent. ROW acquisition would convert 12.7 to 13.9 acres of land to transportation use. Up to three full parcel acquisitions and relocation of up to three commercial establishments within Fountain Valley would be required. In addition, 90 to 108 partial acquisitions from public and privately owned parcels would be required. Vegetation removal and the introduction of new and modified permanent structures would change the visual character of the corridor area. Increases in operational noise at all receptors are expected to be minor with implementation of the recommended soundwalls. 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: 120152, Draft EIS--940 pages and maps, Appendices--820 pages and maps, May 18, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Roads KW - Standards KW - Traffic Analyses KW - Transportation KW - Vegetation 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/1034648006?accountid=14244 L2 - http://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=2012-05-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SAN+DIEGO+FREEWAY+%28I-405%29+IMPROVEMENT+PROJECT%2C+BETWEEN+STATE+ROUTE+73+AND+INTERSTATE+605%2C+ORANGE+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=SAN+DIEGO+FREEWAY+%28I-405%29+IMPROVEMENT+PROJECT%2C+BETWEEN+STATE+ROUTE+73+AND+INTERSTATE+605%2C+ORANGE+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Irvine, California; DOT N1 - Date revised - 2012-08-01 N1 - SuppNotes - Draft. Preparation date: May 18, 2012 N1 - Last updated - 2012-08-23 ER - TY - RPRT T1 - BIRD HAZARD REDUCTION PROGRAM, JOHN F. KENNEDY INTERNATIONAL AIRPORT, KINGS AND QUEENS COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE ENVIRONMENTAL IMPACT STATEMENT OF 1994). AN - 1032884258; 15334 AB - PURPOSE: An expansion of the bird hazard reduction program around the John F. Kennedy International Airport (JFK) in Queens County, New York is proposed. JFK airport is adjacent to the 9,155-acre Jamaica Bay National Wildlife Refuge and bird strike hazards are a significant concern. Increasing gull strike problems resulted in the development of a 1994 EIS on bird strike management at JFK and bird strikes have decreased substantially since the implementation of the integrated bird hazard management program and on-airport shooting program. However, bird strikes continue and there have been 1,759 bird strikes involving 72 bird species at JFK over the period 1994 to 2009. This final supplemental EIS updates the 1994 final EIS and reviews six alternatives for reducing bird strikes. The No Action Alternative (Alternative 1) would continue the use of gull hazard management methods, on-airport nonlethal and lethal methods to reduce hazards to aircraft by all bird species, and technical advice and outreach to off-airport landowners and property managers regarding ways to reduce bird attractants. Under Alternative 2, existing efforts would be augmented by establishing a regular bird hazard monitoring program and improved reporting of nonlethal management actions. Also, agencies would be enabled to permit, recommend, and use nonlethal bird hazard management methods at off-airport sites to reduce bird hazards with the permission of the landowner/manager. This alternative also includes the use of nonlethal methods to reduce hazards to aircraft from birds at Gateway National Recreation Area (NRA), particularly at Rulers Bar Hassock, and the Pennsylvania and Fountain Avenue landfills. Alternative 3 would increase the duration of the annual supplemental on-airport shooting program from May through August to May through November. Personnel at the gull shooting stations would be authorized to use lethal methods to keep Canada geese, Atlantic brant, mute swans, double-crested cormorants, and ducks from entering JFK airspace. Supplemental on-airport shooting program personnel would also be authorized to take individuals from flocks of rock pigeons, European starlings, crows and blackbirds and to frighten remaining flock members from the site. This alternative could also include use of lethal rabbit and rodent control measures to reduce attractants for raptors. Alternative 4 would enable lethal bird hazard management projects at off-airport sites targeting Canada geese, mute swans, double-crested cormorants, blackbirds, crows, rock pigeons, and European starlings within a five-mile radius of JFK. This alternative would also include efforts to reduce the resident Canada Goose population within seven miles of the airport, including the use of lethal methods at Rulers Bar Hassock and Pennsylvania Avenue and Fountain Avenue landfills in Gateway NRA. Egg oiling/addling/puncturing could also be used on mute swan nests in Gateway NRA. Alternative 5 would involve relocation of the Jamaica Bay laughing gull colony. Alternative 6 is the proposed action and would combine the current program and the proposed supplements, thus enabling the use of the full range of bird hazard reduction techniques except efforts to reduce/relocate the laughing gull colony. POSITIVE IMPACTS: Implementation would minimize the risk of aircraft accidents resulting from birdstrikes. On-airport implementation of improved monitoring and data collection procedures should result in more targeted bird hazard management efforts and a more effective and efficient bird hazard management program. NEGATIVE IMPACTS: Relocation of target birds could disrupt or displace nontarget bird species. Some nonlethal management methods such as prolonged harassment could have an adverse impact on vegetation and nontarget species, but impacts are expected to be minimal and short-term. Off-airport habitat management activities to reduce use of sites by target birds may have adverse impacts on species with similar habitat requirements. LEGAL MANDATES: Animal Damage Control Act of 1931 (7 U.S.C. 426 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 94-0044D, Volume 18, Number 1 and 94-0110F, Volume 18, Number 2, respectively. JF - EPA number: 120136, 455 pages, May 11, 2012 PY - 2012 KW - Air Transportation KW - Aircraft KW - Airports KW - Birds KW - Landfills KW - Pest Control KW - Preserves KW - Vegetation KW - Safety KW - Wildlife Management KW - Gateway National Recreation Area KW - Jamaica Bay National Wildlife Refuge KW - John F. Kennedy International Airport KW - New York KW - Animal Damage Control Act of 1931, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1032884258?accountid=14244 L2 - http://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=2012-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIRD+HAZARD+REDUCTION+PROGRAM%2C+JOHN+F.+KENNEDY+INTERNATIONAL+AIRPORT%2C+KINGS+AND+QUEENS+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1994%29.&rft.title=BIRD+HAZARD+REDUCTION+PROGRAM%2C+JOHN+F.+KENNEDY+INTERNATIONAL+AIRPORT%2C+KINGS+AND+QUEENS+COUNTY%2C+NEW+YORK+%28FINAL+SUPPLEMENT+TO+THE+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Agriculture, Animal and Plant Health Inspection Service, Castleton, New York; DA N1 - Date revised - 2012-08-01 N1 - SuppNotes - Final. Preparation date: May 11, 2012 N1 - Last updated - 2012-08-10 ER - TY - RPRT T1 - WRIGHT-PATTERSON AIR FORCE BASE, ENTRY CONTROL RECONFIGURATION AND BASE PERIMETER FENCE RELOCATION IN AREA A, GREENE AND MONTGOMERY COUNTIES, OHIO. AN - 1032882540; 15338 AB - PURPOSE: The reconfiguration and relocation of entry control facilities (ECFs) and the base perimeter fence at Wright-Patterson Air Force Base (WPAFB), Greene and Montgomery counties, Ohio are proposed. WPAFB is located 10 miles east of the city of Dayton and encompasses 8,145 acres classified as non-industrial with mixed development. The majority of land surrounding WPAFB is within the city of Fairborn. The base is subdivided into two areas: Area A, which consists primarily of administrative offices and an active airfield; and Area B, which consists primarily of research and development facilities and is located across State Route (SR) 444 to the southwest of Area A. The unsecured corridor of SR 444 that currently bisects the base between Area A and the Kittyhawk Center comes within 60 feet of buildings on WPAFB, which is less than the minimum standoff distance under current anti-terrorism standards. In addition, the nine existing ECFs for Area A create multiple high volume traffic entry points, thereby reducing traffic safety. This final EIS evaluates the proposed action, a No Action Alternative, and one action alternative (Alternative A). Under the proposed action, the nine public access gates would be consolidated to three gates. Gates 1A and 26A would be relocated and designed to allow for security improvement and greater traffic flow. Gate 15A would be expanded and redesigned to meet security guidelines and increases in traffic flow. Gates 8A, 9A, 12A, 16A, 38A, and 39A would no longer serve as regularly used ECFs. Currently, Gate 1A is envisioned as a 24-hour/7-day a week gate, but the decision as to which gates will be 24-hour/7-day a week is an operational decision made by the sitting base commander. The base perimeter fence would be relocated to extend across SR 444 north of Dayton-Yellow Springs Road and along the east border of SR 444 up to the existing Kittyhawk Center fence. The perimeter fence would also be relocated across SR 444 north of existing Gate 39A at Redwood Street and tie into the main fence on the west side of SR 444. This action would close the public highway portion of SR 444 that currently bisects the Kittyhawk Center from the remainder of the base. Alternative A would involve enclosing the Kittyhawk Center within Area A by extending the base perimeter fence across SR 444 at existing Gate 9A, along the eastern border of SR 444 up to the Kittyhawk Center fence, and then again across SR 444 north of existing Gate 39A at Redwood Street to tie in to the main fence on the west side of SR 444. Cabled fence with a gate, temporary guard shack, and utility connections at the north end would be constructed. The southern end of the Kittyhawk Center at SR 444 would have fencing making the Kittyhawk Center contiguous with Area A. Gate 1A would remain as is and not be relocated. Existing Gate 9A would remain open and unmanned and be accessible from the south. POSITIVE IMPACTS: A smaller set of strategically-placed ECFs and a relocated perimeter would minimize the likelihood of mass casualties from terrorist attacks and would improve safety and reduce traffic congestion on WPAFB roads and at the gate approaches for local roads providing access to WPAFB. NEGATIVE IMPACTS: Construction would remove common vegetation and cause intermittent roadway closures. Culvert extensions would have a moderate impact on a tributary of Hebble Creek in the area of Gate 15A. Level of service would decrease on local streets as traffic diverts from the closure of a segment of SR 444. Vehicles and pedestrians traversing the railroad tracks at SR 444 and Kauffman Avenue and crossing Central Avenue to access Central Park would experience moderately increased risk to safety. Traffic noise levels would increase at: Dayton-Yellow Springs Road, Kauffman Avenue, Central Avenue, Dayton Drive, and Broad Street. JF - EPA number: 120140, Final EIS--174 pages and maps, May 11, 2012 PY - 2012 KW - Defense Programs KW - Creeks KW - Cultural Resources Surveys KW - Military Facilities (Air Force) KW - Noise KW - Noise Assessments KW - Roads KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Ohio KW - Wright-Patterson Air Force Base UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1032882540?accountid=14244 L2 - http://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=2012-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WRIGHT-PATTERSON+AIR+FORCE+BASE%2C+ENTRY+CONTROL+RECONFIGURATION+AND+BASE+PERIMETER+FENCE+RELOCATION+IN+AREA+A%2C+GREENE+AND+MONTGOMERY+COUNTIES%2C+OHIO.&rft.title=WRIGHT-PATTERSON+AIR+FORCE+BASE%2C+ENTRY+CONTROL+RECONFIGURATION+AND+BASE+PERIMETER+FENCE+RELOCATION+IN+AREA+A%2C+GREENE+AND+MONTGOMERY+COUNTIES%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, 88th Air Base Wing, Wright-Patterson Air Force Base, Ohio; AF N1 - Date revised - 2012-08-01 N1 - SuppNotes - Final. Preparation date: May 11, 2012 N1 - Last updated - 2012-08-10 ER - TY - RPRT T1 - LOUISVILLE-SOUTHERN INDIANA OHIO RIVER BRIDGES PROJECT, JEFFERSON COUNTY, KENTUCKY AND CLARK COUNTY, INDIANA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 2003). AN - 1030201676; 15327 AB - PURPOSE: The construction of one or two bridges to improve mobility across the Ohio River between Jefferson County, Kentucky and Clark County Indiana is proposed. Population and employment in Louisville, Kentucky and Jeffersonville, Indiana are growing at steady rates and traffic congestion on the existing Kennedy Bridge has resulted in long travel times and safety problems. Four alternatives for the Louisville-Southern Indiana Ohio River Bridges Project were considered in the final EIS of 2003. The selected two-bridges/highway alternative, comprised of Alternatives A-15 and C-1, would involve construction of both a new Downtown Bridge for Interstate 65 (I-65), and an East End Bridge for I-265 approximately eight miles upstream. The selected alternative would also relocate the Kennedy interchange and reconstruct I-65 and the Court Street interchange. This final supplemental EIS examines the impacts of proposed modifications to the selected alternative including tolling to assist in funding the project and cost-saving measures to minimize the amount of toll-based revenue needed. The proposed cost saving modifications to the selected alternative include: reconstructing the Kennedy interchange within its existing location instead of relocating it to the south; reducing the East End Bridge roadway and tunnel from six to four lanes, with the option to add two lanes later if traffic demand warrants; eliminating the pedestrian/bike path from the Downtown Bridge; and eliminating flyover ramps and making other design changes on the Indiana interstate approach to the newly expanded I-65 bridges. Year-of-expenditure cost of implementing the final EIS selected alternative is currently estimated at $4.1 billion, an increase of $1.6 billion over the estimate made in 2003. The proposed design modifications are projected to result in a $1.2 billion savings. Therefore, the estimated cost of the modified selected alternative is $2.9 billion. POSITIVE IMPACTS: The new bridges would increase the Ohio River crossing capacity significantly and improve safety and travel times. NEGATIVE IMPACTS: Right-of-way requirements for the modified selected alternative would displace 57 acres of prime farmland, 194 acres of wildlife habitat, 9.6 acres of wetlands, 70 residences, and 24 businesses. Sixteen historic sites, 11 historic districts, and 11 archaeologic sites would be affected. Traffic-generated noise would impact 240 receptor sites and 13 historic properties. 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.), River and Harbor Act of 1899 (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 abstracts of the draft and final EISs, see 02-0070D, Volume 26, Number 1 and 03-0347F, Volume 27, Number 3, respectively. JF - EPA number: 120129, Final Supplementary EIS--764 pages and maps, Appendices--3,515 pages, May 4, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-KY-SEIS-12-01-F KW - Archaeological Sites KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Indiana KW - Kentucky KW - Ohio River KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 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/1030201676?accountid=14244 L2 - http://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=2012-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+2003%29.&rft.title=LOUISVILLE-SOUTHERN+INDIANA+OHIO+RIVER+BRIDGES+PROJECT%2C+JEFFERSON+COUNTY%2C+KENTUCKY+AND+CLARK+COUNTY%2C+INDIANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+2003%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2012-07-01 N1 - SuppNotes - Final. Preparation date: May 4, 2012 N1 - Last updated - 2012-07-31 ER - TY - JOUR T1 - TIPS FOR NETWORKING AN - 1417519589; 201307015 AB - Networking is about building trust and relationships. Tips for networking are presented. These are: 1. Be authentic. 2. Be curious. 3. Be approachable. 4. Be present. 5. Be open. 6. Be humble. 7. Be respectful. 8. Be mindful. 9. Be positive. 10. Be appreciative. Adapted from the source document. JF - Information Outlook AU - Tang, Qin AD - Minnesota Department of Transportation qin.tang@state.mn.us Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 30 PB - Special Libraries Association, Alexandria VA VL - 16 IS - 3 SN - 1091-0808, 1091-0808 KW - Professional development KW - Information communication KW - Guidelines KW - article KW - 2.12: LIS - EDUCATION AND TRAINING UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1417519589?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%3Alisa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Information+Outlook&rft.atitle=TIPS+FOR+NETWORKING&rft.au=Tang%2C+Qin&rft.aulast=Tang&rft.aufirst=Qin&rft.date=2012-05-01&rft.volume=16&rft.issue=3&rft.spage=30&rft.isbn=&rft.btitle=&rft.title=Information+Outlook&rft.issn=10910808&rft_id=info:doi/ LA - English DB - Library & Information Science Abstracts (LISA) N1 - Date revised - 2013-08-01 N1 - Last updated - 2016-09-27 N1 - SubjectsTermNotLitGenreText - Guidelines; Professional development; Information communication ER - TY - JOUR T1 - Evidence of dinosaur herbivory in the Upper Cretaceous Aguja Formation, Big Bend National Park, Texas AN - 1356356965; 2013-042333 AB - A locality in the Late Cretaceous (Campanian) Aguja Formation near Gano Spring in Big Bend National Park preserves scattered remains of hadrosaurian dinosaurs in close association with woody scrambling vines. The vines are referable to Baileyan wood types I and II and platanoid/icacanoid wood types I and II. The close association between the vines and herbivorous dinosaurs suggests a possible foraging relationship. The fossiliferous interval is comprised of olive-gray to dark gray mudstone, lenticular discontinuous channel sandstone, sideritic ironstone nodules, and lignite, all of which indicate a stratigraphic position low in the upper shale member of the Aguja Formation. Detailed stratigraphy of the vine-bearing interval, and the internal ring structure of the vines, indicate gentle, regular pulses of sediment input consistent with low-velocity flood events, insufficient to cause mechanical damage to the vines preserved at the site. The external branch stumps observed on the vines are consistent with shear removal as determined by experimental branch removal results using extant tree and vine branches. The stumps indicate that the branches of the vines were dominantly removed by shearing consistent with herbivory. The internal anatomy of the vines shows tracheid-filled false rings that are generally caused by mechanical removal of a portion of the plant during life. These lines of evidence taken together indicate that the vines were foraged upon by herbivorous dinosaurs, most likely hadrosaurs and ceratopsians preserved in the same deposits. JF - Abstracts with Programs - Geological Society of America AU - Lewis, Caleb AU - Anonymous Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 86 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 6 SN - 0016-7592, 0016-7592 KW - United States KW - fossil localities KW - Diapsida KW - Chordata KW - Cretaceous KW - Brewster County Texas KW - Texas KW - Upper Cretaceous KW - Mesozoic KW - Reptilia KW - Archosauria KW - Aguja Formation KW - paleoenvironment KW - Ceratopsidae KW - anatomy KW - Ceratopsia KW - Big Bend National Park KW - Gulfian KW - dinosaurs KW - fossils KW - Vertebrata KW - Ornithischia KW - Tetrapoda KW - 11:Vertebrate paleontology KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1356356965?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Evidence+of+dinosaur+herbivory+in+the+Upper+Cretaceous+Aguja+Formation%2C+Big+Bend+National+Park%2C+Texas&rft.au=Lewis%2C+Caleb%3BAnonymous&rft.aulast=Lewis&rft.aufirst=Caleb&rft.date=2012-05-01&rft.volume=44&rft.issue=6&rft.spage=86&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Rocky Mountain Section, 64th annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2013-01-01 N1 - PubXState - CO N1 - Last updated - 2013-05-30 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Aguja Formation; anatomy; Archosauria; Big Bend National Park; Brewster County Texas; Ceratopsia; Ceratopsidae; Chordata; Cretaceous; Diapsida; dinosaurs; fossil localities; fossils; Gulfian; Mesozoic; Ornithischia; paleoenvironment; Reptilia; Tetrapoda; Texas; United States; Upper Cretaceous; Vertebrata ER - TY - JOUR T1 - Another large landslide closes highway near Cedar City, Utah AN - 1151910253; 2012-098420 JF - Survey Notes - Utah Geological Survey AU - Lund, William R AU - Knudsen, Tyler R AU - Fadling, David Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 4 EP - 5 PB - Utah Geological Survey, Salt Lake City, UT VL - 44 IS - 2 SN - 1061-7930, 1061-7930 KW - United States KW - landslides KW - Iron County Utah KW - geologic hazards KW - mass movements KW - natural hazards KW - Utah KW - debris flows KW - roads KW - Cedar City Utah KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1151910253?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=Survey+Notes+-+Utah+Geological+Survey&rft.atitle=Another+large+landslide+closes+highway+near+Cedar+City%2C+Utah&rft.au=Lund%2C+William+R%3BKnudsen%2C+Tyler+R%3BFadling%2C+David&rft.aulast=Lund&rft.aufirst=William&rft.date=2012-05-01&rft.volume=44&rft.issue=2&rft.spage=4&rft.isbn=&rft.btitle=&rft.title=Survey+Notes+-+Utah+Geological+Survey&rft.issn=10617930&rft_id=info:doi/ L2 - http://geology.utah.gov/surveynotes/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - PubXState - UT N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-11-15 N1 - SubjectsTermNotLitGenreText - Cedar City Utah; debris flows; geologic hazards; Iron County Utah; landslides; mass movements; natural hazards; roads; United States; Utah ER - TY - JOUR T1 - Method of extraction of drainage networks based on Arc Hydro Tools: A case study of rivers in Liaoning province AN - 1136479967; 17210522 AB - Based on Arc Hydro Tools and high resolution DEM data from ASTER GDEM, drainage networks of rivers in Liaoning province were extracted. Results revealed the deficiency of the traditional method of extraction of drainage networks without terrain reconditioning. Using known streams information as supplementary information to revise terrain can improve drainage extraction result at flat areas. Catchment area threshold determines stream length, number and catchments density, and it does not affect drainage boundary. Decreasing the threshold value helps to extract more branches and sub-catchments, while increasing the value can extract main streams and drainage boundaries and ignore information of branches. Our practice proves that drainage extraction method based on Arc Hydro Tools plus high resolution DEM data can achieve ideal extraction of drainage networks. JF - China Sciencepaper/Zhongguo Keji Lunwen AU - Kang, Minjie AU - Luan, Weixin AU - Wang, Hui AU - Zhao, Bingru AD - Department of Transportation and Management, Dalian Maritime University, Dalian, Liaoning 116026, China, weixin1@vip.163.com Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 377 EP - 381 PB - Jiaoyubu Keji Fazhan Zhongxin VL - 7 IS - 5 SN - 2095-2783, 2095-2783 KW - Water Resources Abstracts; Aqualine Abstracts KW - Rivers KW - Drainage KW - Case Studies KW - Density KW - Catchment Areas KW - Drainage Patterns KW - Streams KW - Boundaries KW - China, People's Rep., Liaoning Prov. KW - SW 5010:Network design KW - AQ 00005:Underground Services and Water Use UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1136479967?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=China+Sciencepaper%2FZhongguo+Keji+Lunwen&rft.atitle=Method+of+extraction+of+drainage+networks+based+on+Arc+Hydro+Tools%3A+A+case+study+of+rivers+in+Liaoning+province&rft.au=Kang%2C+Minjie%3BLuan%2C+Weixin%3BWang%2C+Hui%3BZhao%2C+Bingru&rft.aulast=Kang&rft.aufirst=Minjie&rft.date=2012-05-01&rft.volume=7&rft.issue=5&rft.spage=377&rft.isbn=&rft.btitle=&rft.title=China+Sciencepaper%2FZhongguo+Keji+Lunwen&rft.issn=20952783&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-11-01 N1 - Number of references - 8 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Rivers; Density; Case Studies; Drainage; Catchment Areas; Boundaries; Drainage Patterns; Streams; China, People's Rep., Liaoning Prov. ER - TY - JOUR T1 - Application of Construction Beam Method Transcontinental Railroad in Pipeline Construction AN - 1031339793; 16840742 AB - Through the D24construction beam in He -jia line crossing railway of applications examples, D24type construction beam structure and characteristics are introduced. Expounds the existing railway through the construction process, complete the heating pipeline and protection of concrete box culvert in the existing railway under construction, health and installation. To solve the problems in production, improve safety. JF - Meitan Jishu / Coal Technology AU - Yu, Q-L AD - Railway Department of Transportation, Long May Hegang Subsidiary Company, Hegang 154100, China, YSBLYZ@126.com Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 184 EP - 185 PB - Harbin Coal Mine Machinery Research Institute VL - 31 IS - 5 SN - 1008-8725, 1008-8725 KW - Health & Safety Science Abstracts KW - Railroads KW - Pipeline construction KW - Coal KW - Pipelines KW - Concrete KW - Construction industry KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1031339793?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=Meitan+Jishu+%2F+Coal+Technology&rft.atitle=Application+of+Construction+Beam+Method+Transcontinental+Railroad+in+Pipeline+Construction&rft.au=Yu%2C+Q-L&rft.aulast=Yu&rft.aufirst=Q-L&rft.date=2012-05-01&rft.volume=31&rft.issue=5&rft.spage=184&rft.isbn=&rft.btitle=&rft.title=Meitan+Jishu+%2F+Coal+Technology&rft.issn=10088725&rft_id=info:doi/ LA - Chinese DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-12-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Railroads; Pipeline construction; Pipelines; Coal; Concrete; Construction industry ER - TY - JOUR T1 - The quality and use of regulatory analysis in 2008 AN - 1027675331; 4315597 AB - This article assesses the quality and apparent use of regulatory analysis for economically significant regulations proposed by federal agencies in 2008. A nine-member research team used a six-point (0-5) scale to evaluate regulatory analyses according to criteria drawn from Executive Order 12866 and Office of Management and Budget Circular A-4. Principal findings include: (1) the average quality of regulatory analysis, though not high, is somewhat better than previous regulatory scorecards have shown; (2) quality varies widely; (3) biggest strengths are accessibility and clarity; (4) biggest weaknesses are analysis of the systemic problem and retrospective analysis; (5) budget or 'transfer' regulations usually receive low-quality analysis; (6) a minority of the regulations contain evidence that the agency used the analysis in significant decisions; (7) quality of analysis is positively correlated with the apparent use of the analysis in regulatory decisions; and (8) greater diffusion of best practices could significantly improve the overall quality of regulatory analysis. Reprinted by permission of Blackwell Publishers JF - Risk analysis AU - Ellig, Jerry AU - McLaughlin, Patrick A AD - George Mason University ; US Department of Transportation Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 855 EP - 880 VL - 32 IS - 5 SN - 0272-4332, 0272-4332 KW - Economics KW - Budgetary restrictions KW - Regulatory policy KW - Economic analysis KW - Regulation KW - U.S.A. KW - Economic regulation KW - Quality standards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027675331?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=Risk+analysis&rft.atitle=The+quality+and+use+of+regulatory+analysis+in+2008&rft.au=Ellig%2C+Jerry%3BMcLaughlin%2C+Patrick+A&rft.aulast=Ellig&rft.aufirst=Jerry&rft.date=2012-05-01&rft.volume=32&rft.issue=5&rft.spage=855&rft.isbn=&rft.btitle=&rft.title=Risk+analysis&rft.issn=02724332&rft_id=info:doi/10.1111%2Fj.1539-6924.2011.01715.x 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; 3883 971; 10529; 1809 1811 4937 7625; 3991 10742; 433 293 14 DO - http://dx.doi.org/10.1111/j.1539-6924.2011.01715.x ER - TY - JOUR T1 - Hyperthermia and Children Left in Cars AN - 1023091525; 201215889 AB - Abstract not available. JF - Journal of Emergency Nursing AU - Kuska, Thelma AD - Regional Program Manager/Highway Safety Specialist -- Retired, U.S. Department of Transportation National Highway Traffic Safety Administration Region 5 thelmakuska@comcast.net Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 287 EP - 288 PB - Elsevier Ltd, The Netherlands VL - 38 IS - 3 SN - 0099-1767, 0099-1767 KW - Hyperthermia KW - Children KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1023091525?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%3Aassia&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Emergency+Nursing&rft.atitle=Hyperthermia+and+Children+Left+in+Cars&rft.au=Kuska%2C+Thelma&rft.aulast=Kuska&rft.aufirst=Thelma&rft.date=2012-05-01&rft.volume=38&rft.issue=3&rft.spage=287&rft.isbn=&rft.btitle=&rft.title=Journal+of+Emergency+Nursing&rft.issn=00991767&rft_id=info:doi/10.1016%2Fj.jen.2012.01.006 LA - English DB - Applied Social Sciences Index & Abstracts (ASSIA) N1 - Date revised - 2012-07-01 N1 - Last updated - 2016-09-27 N1 - SubjectsTermNotLitGenreText - Children; Hyperthermia DO - http://dx.doi.org/10.1016/j.jen.2012.01.006 ER - TY - JOUR T1 - Inter-annual temperature and precipitation variations over the Litani Basin in response to atmospheric circulation patterns AN - 1017981951; 16762082 AB - This study examines the sensitivity of a mid-size basin's temperature and precipitation response to different global and regional climate circulation patterns. The implication of the North Atlantic Oscillation (NAO), El Nino Southern Oscillation (ENSO), Indian Monsoon and ten other teleconnection patterns of the Northern Hemisphere are investigated. A methodology to generate a basin-scale, long-term monthly surface temperature and precipitation time series has been established using different statistical tests. The Litani River Basin is the focus of this study. It is located in Lebanon, east of the Mediterranean Basin, which is known to have diverse geophysical and environmental characteristics. It was selected to explore the influence of the diverse physical and topographical features on its hydroclimatological response to global and regional climate patterns. We also examine the opportunity of conducting related studies in areas with limited long-term measured climate and/or hydrological data. Litani's monthly precipitation and temperature data have been collected and statistically extrapolated using remotely sensed data products from satellites and as well as in situ gauges. Correlations between 13 different teleconnection indices and the basin's precipitation and temperature series are investigated. The study shows that some of the annual and seasonal temperature and precipitation variance can be partially associated with many atmospheric circulation patterns. This would give the opportunity to relate the natural climate variability with the watershed's hydroclimatology performance and thus differentiate it from other anthropogenic induced climate change outcomes. JF - Theoretical and Applied Climatology AU - Ramadan, H H AU - Ramamurthy, A S AU - Beighley, R E AD - California Department of Transportation, 7177 Opportunity Road, San Diego, CA, 92111, USA, hamzeh_r@hotmail.com Y1 - 2012/05// PY - 2012 DA - May 2012 SP - 563 EP - 577 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 108 IS - 3-4 SN - 0177-798X, 0177-798X KW - Oceanic Abstracts; Aqualine Abstracts; Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources; Meteorological & Geoastrophysical Abstracts KW - Variability KW - Oscillations KW - Time series KW - Climate change KW - Statistical analysis KW - Basins KW - Regional climates KW - Time series analysis KW - Climatic variability KW - El Nino KW - Ocean-atmosphere system KW - Climatology KW - Hydrologic Data KW - MED, Eastern Mediterranean KW - Temperature data KW - Teleconnections KW - Temperature effects KW - Marine KW - MED, Lebanon KW - MED, Western Mediterranean KW - Climates KW - Temperature KW - Lebanon, Al Janub, Litani R. KW - River basins KW - Precipitation KW - Southern Oscillation KW - El Nino-Southern Oscillation event KW - Atmospheric forcing KW - AN, North Atlantic, North Atlantic Oscillation KW - Atmospheric circulation patterns KW - Q2 09243:Structure, mechanics and thermodynamics KW - SW 5040:Data acquisition KW - M2 551.583:Variations (551.583) KW - AQ 00005:Underground Services and Water Use KW - O 4060:Pollution - Environment UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1017981951?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Theoretical+and+Applied+Climatology&rft.atitle=Inter-annual+temperature+and+precipitation+variations+over+the+Litani+Basin+in+response+to+atmospheric+circulation+patterns&rft.au=Ramadan%2C+H+H%3BRamamurthy%2C+A+S%3BBeighley%2C+R+E&rft.aulast=Ramadan&rft.aufirst=H&rft.date=2012-05-01&rft.volume=108&rft.issue=3-4&rft.spage=563&rft.isbn=&rft.btitle=&rft.title=Theoretical+and+Applied+Climatology&rft.issn=0177798X&rft_id=info:doi/10.1007%2Fs00704-011-0554-1 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-05-01 N1 - Last updated - 2016-07-07 N1 - SubjectsTermNotLitGenreText - Temperature effects; Oscillations; Time series; Atmospheric forcing; Ocean-atmosphere system; Climatology; Temperature data; Southern Oscillation; Teleconnections; Climatic variability; Climate change; El Nino-Southern Oscillation event; Statistical analysis; River basins; Regional climates; Precipitation; Time series analysis; Atmospheric circulation patterns; Variability; El Nino; Climates; Temperature; Basins; Hydrologic Data; MED, Lebanon; MED, Western Mediterranean; Lebanon, Al Janub, Litani R.; MED, Eastern Mediterranean; AN, North Atlantic, North Atlantic Oscillation; Marine DO - http://dx.doi.org/10.1007/s00704-011-0554-1 ER - TY - RPRT T1 - HERCULES INTERMODAL TRANSIT CENTER, CONTRA COSTA COUNTY, CALIFORNIA. AN - 1026670461; 15323 AB - PURPOSE: The construction of an intermodal transit center (ITC) along the Union Pacific Railroad (UPRR) tracks on a waterfront site adjacent to San Pablo Bay in the City of Hercules, Contra Costa County, California is proposed. The area surrounding the proposed Hercules ITC site was previously used for the production of explosives and fertilizer and has undergone hazardous materials remediation. Currently, it is being redeveloped with transit-oriented housing and business developments. The Hercules ITC would include pedestrian access to the existing UPRR line and a newly constructed passenger platform. Train service would be available most of the day serving passengers making connections with Bay Area Rapid Transit (BART), local mass transit systems, and interconnecting trains going as far south as Los Angeles, and as far north as Sacramento and Oregon. Train passengers would be able to walk from nearby residential units, bike along a multi-use path connection, or park their motor vehicles in the proposed parking lot. Public bus service would also be extended to the site. In addition to a No Action Alternative, this final EIS considers two locations for the proposed ITC, one on the west side of Refugio Creek (Alternative 1) and the other on the east side (Alternative 2). Two track options are evaluated: a double track shoofly (Track Option A); and dedicated station and passing tracks (Track Option B). The preferred alternative (Alternative 1) would include the construction of a station building located southwest of Refugio Creek, and a center platform accessed via a pedestrian bridge spanning the UPRR tracks to the train platform and future ferry pier. Primary vehicle access to the transit station from Interstate 80 (I-80) would be provided through the extension of John Muir Parkway from its current terminus northeast of Tsushima Bridge. That extension would be coupled with the extension of Bayfront Boulevard to provide an eastwest connection over Refugio Creek (Bayfront Bridge). Additionally, construction of the Hercules ITC would require improvements to the UPRR rail line, including replacement of the railroad bridge over Refugio Creek and the realignment and straightening of UPRR tracks. Other improvements would include the Hercules Point Bridge across the UPRR tracks to provide access for the future Hercules Point open space, temporary surface parking, a neighborhood park, the completion of the East Bay Regional Parks District trail (Bay Trail) along the waterfront area, Creekside Trail, and the realignment and restoration of Refugio Creek. Track Option B is preferred and would involve the construction of a new 7,800-foot long station track, a new center platform, and construction of a new crossover at the east end of the station track. The existing industrial siding would remain in place and the existing crossover within the limits of the station platform would be removed. Total cost of constructing Alternative 1 with Track Option B is estimated at $82.8 million. POSITIVE IMPACTS: The ITC would redevelop a brownfield site, promote access to and views of San Pablo Bay, improve existing mass transit, provide an alternative travel mode for I-80 commuters out of the Bay Areas most congested corridors, and bring together public and private spaces while orienting the community to the bay. The ITC would also serve to facilitate connection to proposed future ferry service. NEGATIVE IMPACTS: Construction would create emissions of fugitive dust and criteria pollutants, permanently fill 2.7 acres of jurisdictional wetlands, and impact coastal salt marsh and brackish marsh habitat. Sensitive bird and bat species could be disturbed and the project could result in take of some wildlife species, including California red-legged frogs. Dredging of Refugio Creek and San Pablo Bay could adversely impact water quality through mobilization of contaminated sediment. The UPRR realignment would result in increased noise levels at sensitive receptors and new sources of substantial light and glare would adversely impact day and nighttime views in the area. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0499D, Volume 34, Number 2. JF - EPA number: 120125, Final EIS--609 pages and maps, Appendices--721 pages, April 27, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Bays KW - Biologic Assessments KW - Creeks KW - Dredging KW - Ferries KW - Parking KW - Parks KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Roads KW - Section 106 Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Urban Development KW - Wetlands KW - Wildlife Habitat KW - California KW - San Pablo Bay KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1026670461?accountid=14244 L2 - http://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=2012-04-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HERCULES+INTERMODAL+TRANSIT+CENTER%2C+CONTRA+COSTA+COUNTY%2C+CALIFORNIA.&rft.title=HERCULES+INTERMODAL+TRANSIT+CENTER%2C+CONTRA+COSTA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-07-01 N1 - SuppNotes - Final. Preparation date: April 27, 2012 N1 - Last updated - 2012-07-18 ER - TY - RPRT T1 - NEWBERG DUNDEE BYPASS PROJECT, YAMHILL AND WASHINGTON COUNTIES, OREGON. AN - 1026670443; 15319 AB - PURPOSE: The construction of an 11-mile, four-lane, access-controlled expressway around the cities of Newberg and Dundee in Yamhill County, Oregon is proposed. The Newberg Dundee Bypass project would include the bypass alignment, four interchanges to provide access, modifications to local streets needed to accommodate the bypass, and phased construction. Over the past two decades, traffic on Oregon 99W in downtown Newberg and Dundee has increased over 40 percent. Throughout the week, traffic on Oregon 99W backs up for more than a mile in both directions through Dundee, where Oregon 99W has only one travel lane in each direction. The project area is located along the south sides of Newberg and Dundee, from the Oregon 99W/Oregon 18 junction near Dayton to past Rex Hill, east of Newberg. A Tier 1 process resulted in the selection of a corridor for the Bypass. This Tier 2 final EIS evaluates a No Build Alternative and the preferred alternative, which is the full Bypass project. Interchanges would include the Dayton Interchange and East Newberg Interchange at each end of the Bypass and two intermediate locations, the East Dundee Interchange and the Oregon 219 Interchange. Local circulation changes would include the reconnection of local roads and streets that are disrupted by the Bypass and locations for local roads crossing over the Bypass. The Bypass would have the following characteristics throughout its entire length: operating speeds of 55 miles per hour; four mainline travel lanes, each 12 feet wide; paved shoulders (four feet wide inside and 10 to 12 feet wide outside);v an average median width of 42 feet; and stormwater control features. In addition, Oregon 99W would remain the designated bicycle route through the Newberg and Dundee area. Since the full project is not funded, Phase 1 would include one lane in each direction, between Oregon 219 and Oregon 99W south of Dundee, and related local roadway improvements. Total project costs are estimated at $761 million in 2015 dollars and construction of Phase 1 is anticipated to start in 2013. POSITIVE IMPACTS: The bypass would reduce congestion and noise on Oregon 99W through Newberg and Dundee. In 2035, downtown traffic would be reduced by over 15 percent in Newberg and by 60 percent in Dundee compared to the No Build Alternative. Through travelers would experience significantly safer and faster travel. NEGATIVE IMPACTS: Major adverse impacts would include the conversion of 510 acres of land to highway use, the potential displacement of 101 residences and 26 businesses, an estimated 11.9 acres of displaced or spanned wetlands, conversion of 249 acres of farmland, an increase of up to 25 decibels in sound levels for some residential areas, displacement of 80 acres of wildlife habitat, an increase of up to 175 acres of pavement to the watershed area, and visual impacts due to structures and a new roadway facility in rural areas. 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 10-0470D, Volume 34, Number 2. For the abstracts of the Tier 1 draft and final EISs, see 03-0090D, Volume 27, Number 1 and 05-0646F, Volume 29, Number 4, respectively. JF - EPA number: 120121, 794 pages and maps, April 27, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-OR-EIS-12-01-F KW - Farmlands KW - Highways KW - Highway Structures KW - Land Use KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Oregon 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/1026670443?accountid=14244 L2 - http://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=2012-04-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWBERG+DUNDEE+BYPASS+PROJECT%2C+YAMHILL+AND+WASHINGTON+COUNTIES%2C+OREGON.&rft.title=NEWBERG+DUNDEE+BYPASS+PROJECT%2C+YAMHILL+AND+WASHINGTON+COUNTIES%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2012-07-01 N1 - SuppNotes - Final. Preparation date: April 27, 2012 N1 - Last updated - 2012-07-18 ER - TY - RPRT T1 - CALIFORNIA HIGH-SPEED TRAIN: MERCED TO FRESNO SECTION, MERCED, MADERA AND FRESNO COUNTIES,CALIFORNIA. AN - 1026670152; 15316 AB - PURPOSE: The construction of a 65-mile-long portion of the California High-Speed Train System (HST system) from Merced to Fresno is proposed. The plan for the overall HST system is to provide intercity service on more than 800 miles of tracks throughout California, connecting the major population centers of Sacramento, the San Francisco Bay Area, the Central Valley, Los Angeles, the Inland Empire, Orange County, and San Diego. The Merced to Fresno section is a critical Phase 1 link connecting the Bay Area HST Section to the Fresno to Bakersfield, Bakersfield to Palmdale, and Palmdale to Los Angeles HST sections. The system would use state-of-the-art, electrically powered, steel-wheel-on-steel-rail technology, including contemporary safety, signaling, and automated train-control systems, with trains capable of operating up to 220 miles per hour over a fully grade-separated, dedicated track alignment. This final EIS evaluates three HST north-south alignment alternatives and a No Project Alternative. The HST alternatives would include one station in Merced and one station in Fresno with an estimated trip time of 25 minutes between the stations. In 2035, for a high ridership scenario, the full system would see four trains per hour stop at Fresno in each direction at the peak, and six trains run through the city without stopping. At the off-peak, the same number of stops would be made, but the through trains would decrease to three per hour. At Merced, three trains would stop each hour per direction at the peak, with two running through. At the off-peak, both of the hourly trains would stop at Merced. The action alternatives are identical in the Merced and Fresno vicinities. Under the Union Pacific Railroad/State Route 99 (UPRR/SR 99) Alternative, the alignment would generally follow the UPRR and SR 99 transportation corridor, which connects the cities of Merced, Chowchilla, Madera, and Fresno. The Burlington Northern Santa Fe (BNSF) Alternative alignment would follow the BNSF rail corridor, which travels east from Merced through Planada, Le Grand, and Madera Acres, and then veer back west to reconnect with the UPRR/SR 99 Alternative alignment before entering the city of Fresno. The Hybrid Alternative would follow the UPRR/SR 99 Alternative alignment near Merced and the BNSF Alternative alignment near Madera Acres. All three alternatives include design options to avoid or minimize impacts and alternative wye (branch) connections to three east-west alignment options (along Avenue 24, Avenue 21, and SR 152) that would connect this section with the San Jose to Merced Section. The Merced to Fresno Section may include a heavy maintenance facility (HMF) to support delivery, testing, and commissioning on the networks first completed segment. Five alternative sites are considered for the facility which would encompass 150 acres to accommodate guideways, maintenance shops, parking, administrative offices, roadways, power substation, and storage areas. The Hybrid Alternative is the preferred alternative for the north-south connection and would include stations in downtown Merced between Martin Luther King Jr. Way and G Street and in downtown Fresno at Mariposa Street. Due to influencing factors from adjacent sections, the identification of the preferred wye option and the HMF are being postponed until after the Fresno to Bakersfield Section and the San Jose to Merced Section environmental evaluation processes are completed. Project costs for the Hybrid Alternative are estimated in 2010 dollars at $3.8 to $4.8 billion. POSITIVE IMPACTS: The HST system would provide the public with electric-powered high-speed rail service with predictable and consistent travel times between major urban centers and connectivity to airports, mass transit, and the highway network in the south San Joaquin Valley. NEGATIVE IMPACTS: Emissions of nitrogen dioxide and volatile organic compounds would exceed significance thresholds during construction. Operation of the HMF could expose sensitive receptors to substantial toxic air contaminants. Depending on the wye connection, the Hybrid Alternative would displace 1,273 to 1,426 acres of farmland and require 1,100 to 1,139 property acquisitions, including 186 to 213 residential displacements and 212 to 226 business displacements. The project would impact habitat for special-status plant and animal species, sensitive plant communities and jurisdictional waters, critical vernal pool habitat, wildlife movement corridors, and several preserves including the Great Valley Conservation Bank. Implementation of the Hybrid Alternative would result in up to 36 permanent road closures, potential impacts to historic properties, displacement impacts to community facilities, significant operational noise and vibration, and visual impacts. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Passenger Rail Investment and Improvement Act of 2008 (P.L. 110-432), River and Harbor Act of 1899 (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 abstracts of the final Tier 1 EISs for the California High-Speed Train System and the Bay Area to Central Valley High-Speed Train System, see 06-0125F, Volume 30, Number 1 and 08-0332F, Volume 32, Number 3, respectively. JF - EPA number: 120118, Volume I--1,645 pages, Volume II (Appendices)--860 pages, Volume III--Alignment Plans, Volume IV--Comments and Responses, April 27, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality KW - Air Quality Standards Violations KW - Biologic Assessments KW - Cultural Resources KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Historic Sites KW - Noise KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Railroads KW - Railroad Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Passenger Rail Investment and Improvement Act of 2008, Project Authorization 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/1026670152?accountid=14244 L2 - http://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=2012-04-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+HIGH-SPEED+TRAIN%3A+MERCED+TO+FRESNO+SECTION%2C+MERCED%2C+MADERA+AND+FRESNO+COUNTIES%2CCALIFORNIA.&rft.title=CALIFORNIA+HIGH-SPEED+TRAIN%3A+MERCED+TO+FRESNO+SECTION%2C+MERCED%2C+MADERA+AND+FRESNO+COUNTIES%2CCALIFORNIA.&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 - 2012-07-01 N1 - SuppNotes - Final. Preparation date: April 27, 2012 N1 - Last updated - 2012-07-18 ER - TY - RPRT T1 - SALEM RIVER CROSSING PROJECT, MARION AND POLK COUNTIES, OREGON. AN - 1024347906; 15307 AB - PURPOSE: A new or modified bridge crossing over the Willamette River in Salem, Oregon is proposed. The Willamette River bisects the city of Salem and defines the boundary between Marion County on the east side of the river and Polk County on the west side. Travelers currently cross the river on two bridges, which are located side by side at the north end of the Salem Central Business District. On the east side of the river, the existing bridges connect to Center and Marion Streets. On the west side of the river, the existing bridges connect to OR 22; exit and entrance ramps connect to West Salem at the intersection of OR 22, Edgewater Street, and Wallace Road. The significant growth of the metropolitan area since the construction of the Marion Street Bridge in 1952 has led to an increase in traffic that the Center Street and Marion Street Bridges can no longer efficiently accommodate. This pair of one-way couplet bridges is the only motor-vehicle river crossing in the Salem-Keizer metropolitan area. This draft EIS examines a No Build Alternative (Alternative 1) and three crossing locations for a new bridge over the Willamette River: the existing bridges crossing, the Hope to Tryon crossing, and the Hope to Pine/Hickory crossing. Variations in bridge alignments, or connections to the existing road system, result in eight different build alternatives (Alternatives 2A and 2B, Alternative 3, and Alternatives 4A through 4E) at the three separate crossing locations. The build alternatives would construct a new bridge, improve the existing bridges, or construct a new bridge and improve the existing bridges. Several of the build alternatives include all or portions of Marine Drive, a planned north-south street between Wallace Road and the Willamette River. The City of Salem has established the alignment of Marine Drive as a collector street, constructed parts of the road, and obtained right-of-way for some sections. Estimated project costs in year 2015 range from $148 million for Alternative 2A to $708 million for Alternative 4E. POSITIVE IMPACTS: A new bridge would improve mobility and safety for people and freight for local, regional, and through travel across the Willamette River in the Salem-Keizer metropolitan area while alleviating congestion on the Center Street and Marion Street Bridges and on the connecting highway and arterial street systems. NEGATIVE IMPACTS: Wildlife habitat would be reduced by removal of up to 16 acres of riparian vegetation and displacement of up to 2.5 acres of wetlands. Construction of columns and other structures would decrease in-stream habitat. The impact on threatened species, including Chinook salmon and steelhead trout, is expected to be temporary. Right-of-way requirements of up to 75 acres would impact 93 to 289 properties and displace 40 to 120 residences, 10 to 75 businesses, as well as on-street and off-street parking. Adverse effects on three to four properties potentially eligible for listing in the National Register of Historic Places could occur. Under Alternative 2B, 3, 4C, 4D, or 4E, the project could have disproportionate impacts on minority and low-income populations. Alternatives 4A through 4E would create substantial increases in traffic volumes on Pine Street, negatively impacting the Highland neighborhood. Eleven to 62 noise receptors would be impacted and construction crews would encounter up to 19 hazardous materials sites. 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). JF - EPA number: 120109, Draft EIS--764 pages, Section 4(f) Evaluation and Appendices--695 pages, April 20, 2012 PY - 2012 KW - Roads and Railroads KW - Bridges KW - Central Business Districts KW - Environmental Justice KW - Fish KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Section 106 Statements KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Oregon KW - Willamette River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1024347906?accountid=14244 L2 - http://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=2012-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SALEM+RIVER+CROSSING+PROJECT%2C+MARION+AND+POLK+COUNTIES%2C+OREGON.&rft.title=SALEM+RIVER+CROSSING+PROJECT%2C+MARION+AND+POLK+COUNTIES%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2012-07-01 N1 - SuppNotes - Draft. Preparation date: April 20, 2012 N1 - Last updated - 2012-07-11 ER - TY - RPRT T1 - STATE ROUTE 11 AND THE OTAY MESA EAST PORT OF ENTRY, CITY AND COUNTY OF SAN DIEGO, CALIFORNIA (TIER II ENVIRONMENTAL IMPACT STATEMENT). AN - 1020954777; 15295 AB - PURPOSE: The construction of State Route (SR) 11 and a new Otay Mesa East Port of Entry (POE) and Commercial Vehicle Enforcement Facility (CVEF) at the U.S.-Mexico international border in the unincorporated community of East Otay Mesa, San Diego County, California are proposed. The 2008 Tier I final EIS identified the preferred location for the facilities. Traffic studies have indicated that a four-lane facility for SR 11 would be adequate to accommodate projected traffic through at least 2035. Four build alternatives and five design variations, as well as a No Build Alternative, are evaluated in this Tier II final EIS. SR 11 would extend generally east and south for 2.1 miles from the east side of the approved SR 905/SR 125 Interchange (near Harvest Road), terminating at the proposed Otay Mesa East POE/CVEF site at the international border. The median would be 22 feet wide beginning at Sanyo Avenue before widening to a 62-foot median width leading up to the POE. Extending west from Harvest Road, the project would also include 2.1 miles of connectors linking SR 11 to SR 905, and associated modifications to SR 905. SR 11 is proposed to be constructed and operated as a toll facility under all of the build alternatives. The preferred alternative includes two interchanges that would be constructed along SR 11 at Enrico Fermi Drive and the future extension of Siempre Viva Road, as well as an overcrossing at the future extension of Alta Road and an undercrossing at Sanyo Avenue. The interchange at Enrico Fermi Drive would be a full interchange, approximately one mile east of the SR 905/SR 125/SR 11 Interchange, and the interchange at Siempre Viva Road (which would be one mile farther east) would be a half interchange that would also allow northbound commercial vehicles to leave the CVEF and access Siempre Viva Road directly, without accessing SR 11. The proposed POE would occupy 101 acres and would accommodate northbound and southbound commercial and passenger traffic, as well as pedestrians and bicycles. The POE would be accessed from the north by SR 11. From the south, entry would be through the proposed Otay II POE on the Mexico side of the border. Facilities would likely include inspection lanes, booths and canopies, a commercial vehicle and cargo inspection system, commercial import inspection building and docks, and bulk storage inspection bins. Other non-commercial facilities would include the main building, pedestrian and bicycle facilities, and a general parking lot. The new CVEF would occupy 18 acres east of SR 11 along the northern POE boundary. The design is expected to include a 7,900-square foot main building, commercial vehicle scales, and inspections bays. Total cost for implementing the preferred alternative is estimated at $701 million. POSITIVE IMPACTS: New facilities would increase inspection capacity and accommodate projected increases in international trade and personal cross-border travel in the San Diego/Tijuana region. Congestion at existing POEs would be reduced. NEGATIVE IMPACTS: New right-of-way would convert 235.5 acres to transportation use and require acquisition of 230.7 acres of land. The total impact to jurisdictional wetlands and drainages would be 0.2 acre and 4,492 linear feet, respectively. Construction would impact 89.1 acres of San Diego fairy shrimp critical habitat and three locations where Quino checkerspot butterfly have been detected. Operation would result in cumulative traffic impacts to select freeway segments and noise levels would exceed noise abatement criteria at Southwestern College outdoor track. Just east of Sanyo Avenue, construction of up to 26-foot-high retaining walls in close proximity to existing buildings would result in an adverse visual impact. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0512D, Volume 34, Number 2. For the abstracts of the Tier I draft and final EISs, see 08-0085D, Volume 32, Number 1 and 08-0459F, Volume 32, Number 4, respectively. JF - EPA number: 120097, Volume 1--571 pages, Volume 2--478 pages, April 6, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Biologic Assessments KW - Border Stations KW - Endangered Species (Animals) KW - Highway Structures KW - Highways KW - Insects KW - International Programs KW - Land Acquisitions KW - Noise Standards Violations KW - Roads KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - California KW - Mexico KW - Endangered Species Act of 1973, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020954777?accountid=14244 L2 - http://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=2012-04-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+11+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY%2C+CITY+AND+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA+%28TIER+II+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=STATE+ROUTE+11+AND+THE+OTAY+MESA+EAST+PORT+OF+ENTRY%2C+CITY+AND+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA+%28TIER+II+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2012-06-01 N1 - SuppNotes - Final. Preparation date: April 6, 2012 N1 - Last updated - 2012-06-19 ER - TY - JOUR T1 - Estimating static tip resistance of driven piles with bottom pile instrumentation AN - 1793209339; 2016-046021 AB - A technique is presented to estimate static tip resistance of a pile during driving from embedded strain and accelerometer data located one diameter (D) from the bottom of the pile. The approach uses a nonlinear single degree of freedom system to satisfy force and energy equilibrium with a global genetic inversion approach. By balancing force and energy from inertia, damping, and stiffness against the measured tip data, the unknown parameters (mass, damping, and nonlinear stiffness) are estimated. Requiring a few seconds for analysis for each blow, the algorithm ensures a real-time assessment of static tip resistance as a function of displacement, which is important when setting pile lengths. The proposed approach was applied to four test piles at two bridge sites (Florida and Louisiana). Mobilized static tip resistances ranging from 400 to 1500 kN as a function of displacement were predicted. The predicted static resistance versus displacements compared favorably with measured values from static load tests. Interestingly, the maximum recorded increase in tip resistance in silty to clayey sands was less than 20% when piles were re-struck at times ranging from 2 to 30 days after initial drive. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Tran, Khiem T AU - McVay, Michael AU - Herrera, Rodrigo AU - Lai, Peter Y1 - 2012/04// PY - 2012 DA - April 2012 SP - 381 EP - 393 PB - National Research Council of Canada, Ottawa, ON VL - 49 IS - 4 SN - 0008-3674, 0008-3674 KW - United States KW - clay KW - Hillsboro Canal KW - penetration tests KW - strain KW - erosion KW - stiffness KW - accelerometers KW - Florida KW - Dixie Highway KW - foundations KW - sediments KW - piles KW - Louisiana KW - Broward County Florida KW - bridges KW - scour KW - soil mechanics KW - sand KW - canals KW - clastic sediments KW - loading KW - stress KW - Caminada Bay KW - mathematical models KW - inverse problem KW - risk assessment KW - compressive strength KW - instruments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1793209339?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Estimating+static+tip+resistance+of+driven+piles+with+bottom+pile+instrumentation&rft.au=Tran%2C+Khiem+T%3BMcVay%2C+Michael%3BHerrera%2C+Rodrigo%3BLai%2C+Peter&rft.aulast=Tran&rft.aufirst=Khiem&rft.date=2012-04-01&rft.volume=49&rft.issue=4&rft.spage=381&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2Ft2012-001 L2 - http://www.nrcresearchpress.com/journal/cgj LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2016-01-01 N1 - Number of references - 25 N1 - PubXState - ON N1 - Document feature - illus. N1 - Last updated - 2016-06-02 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - accelerometers; bridges; Broward County Florida; Caminada Bay; canals; clastic sediments; clay; compressive strength; Dixie Highway; erosion; Florida; foundations; Hillsboro Canal; instruments; inverse problem; loading; Louisiana; mathematical models; penetration tests; piles; risk assessment; sand; scour; sediments; soil mechanics; stiffness; strain; stress; United States DO - http://dx.doi.org/10.1139/t2012-001 ER - TY - JOUR T1 - The importance of geologic information required for trenchless technology; the role and responsibilities of the engineering geologist AN - 1366819114; 2012-061571 AB - Trenchless technology denotes the equipment, supplies, and methods used for the installation, replacement, or renewal of subsurface pipe without the primary use of a trench. Trenchless technology minimizes surface disturbance associated with utility installations. The use of trenchless methods of utility installation, replacement or renewal decreases installation costs in the long term. Methods of pipe installation, pipe replacement, pipeline renewal and pipeline inspection have been greatly improved in the last ten years. This allows trenchless methods of pipe installation, such as horizontal directional drilling (HDD), to be competitive with open-cut installation. It should be emphasized that the use of trenchless technology drastically reduces or eliminates the possibility of trench accidents that annually cause injury and deaths in the United States. JF - The Professional Geologist AU - Davis, George H Y1 - 2012/04// PY - 2012 DA - April 2012 SP - 38 EP - 44 PB - American Institute of Professional Geologists, Arvada, CO VL - 49 IS - 2 SN - 0279-0521, 0279-0521 KW - technology KW - trenching KW - underground installations KW - information management KW - pipelines KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1366819114?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=The+Professional+Geologist&rft.atitle=The+importance+of+geologic+information+required+for+trenchless+technology%3B+the+role+and+responsibilities+of+the+engineering+geologist&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2012-04-01&rft.volume=49&rft.issue=2&rft.spage=38&rft.isbn=&rft.btitle=&rft.title=The+Professional+Geologist&rft.issn=02790521&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Number of references - 6 N1 - PubXState - CO N1 - Document feature - illus. incl. 3 tables, geol. sketch maps N1 - Last updated - 2013-06-13 N1 - CODEN - PFGLBS N1 - SubjectsTermNotLitGenreText - design; information management; pipelines; technology; trenching; underground installations ER - TY - JOUR T1 - The right tool for the job; the North Carolina Geological Survey's landslide hazard maps AN - 1080608384; 2012-083738 AB - During the term of the North Carolina Geological Survey Landslide Hazard Mapping Program from 2005 to 2011, the mapping team created four county-level digital landslide hazard maps for use by the public, local governments, and emergency managers. The purpose of the maps was to provide a planning tool by identifying landslide hazard areas, and to increase awareness of this hazard in western North Carolina. The digital map series was created in a Geographic Information System (GIS), using remote sensing of the LiDAR digital elevation model and aerial photographs, followed by field work to map and collect data at landslide and landslide deposit locations for GIS-based model calibration. This information was then displayed on three map layers: 1) Slope Movements and Slope Movement Deposits layer, showing where landslides and landslide deposits have been mapped, 2) Stability Index Map layer, showing where debris flows might start given 5 inches of recharge in 24 hours and specified ranges of various soil parameters, and 3) Potential Debris Flow Pathways layer, showing where debris flows might travel given these same conditions. To distribute this data to users, the team helped develop a GIS-based online map viewer for Macon, Watauga, and Buncombe counties (http://wfs.enr.state.nc.us/fist/fistMain). Consulting firms, land owners, and local governments continue to use these tools to identify landslide hazards for properties of interest. JF - Abstracts with Programs - Geological Society of America AU - Bauer, Jennifer B AU - Wooten, Richard M AU - Fuemmeler, Stephen AU - Witt, Anne C AU - Gillon, Kenneth A AU - Douglas, Thomas J AU - Anonymous Y1 - 2012/04// PY - 2012 DA - April 2012 SP - 12 PB - Geological Society of America (GSA), Boulder, CO VL - 44 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - laser methods KW - geologic hazards KW - mapping KW - digital terrain models KW - debris flows KW - landslides KW - geographic information systems KW - lidar methods KW - western North Carolina KW - North Carolina KW - mass movements KW - natural hazards KW - risk assessment KW - information systems KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1080608384?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=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+right+tool+for+the+job%3B+the+North+Carolina+Geological+Survey%27s+landslide+hazard+maps&rft.au=Bauer%2C+Jennifer+B%3BWooten%2C+Richard+M%3BFuemmeler%2C+Stephen%3BWitt%2C+Anne+C%3BGillon%2C+Kenneth+A%3BDouglas%2C+Thomas+J%3BAnonymous&rft.aulast=Bauer&rft.aufirst=Jennifer&rft.date=2012-04-01&rft.volume=44&rft.issue=4&rft.spage=12&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 61st annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2012-01-01 N1 - PubXState - CO N1 - Last updated - 2012-09-27 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - debris flows; digital terrain models; geographic information systems; geologic hazards; information systems; landslides; laser methods; lidar methods; mapping; mass movements; natural hazards; North Carolina; risk assessment; United States; western North Carolina ER - TY - JOUR T1 - Innovations on Managed Lanes in Minnesota AN - 1023024304; 201216629 AB - The Minnesota Department of Transportation (MnDOT) has introduced several innovations to managed lanes on the Interstate 35W (I-35W) corridor including: freeway shoulder operations; active traffic management featuring intelligent lane control signals; in-pavement lighting; and, variable advisory speed limits. I-35W is a unique test bed for deployment of features that expand the concept of managed lanes across all freeway lanes and shoulders and builds upon experience from I-394 MnPASS, as well as learning from other domestic and international projects. Strategies being implemented seek to reduce congestion, preserve and enhance transit and high occupancy vehicle (HOV) capacity, and employ variable priced optional tolling with state-of-the art technology. In the long run, a key outcome anticipated in the I-35W managed lanes projects will be the ability to demonstrate how MnDOT and other transportation authorities can safely add more capacity and enhance performance within the existing highway footprint. Through the U.S. DOT's Urban Partnership Program, Minnesota has been given a unique opportunity to innovate, test and evaluate creative traffic management ideas with significant potential to set the stage for future implementations and to pass along this important learning to other parts of the country. [Reprinted by permission of Sage Publications Inc., copyright holder.] JF - Public Works Management & Policy AU - Buckeye, Kenneth R AD - Minnesota Department of Transportation Y1 - 2012/04// PY - 2012 DA - April 2012 SP - 152 EP - 169 PB - Sage Publications, Thousand Oaks CA VL - 17 IS - 2 SN - 1087-724X, 1087-724X KW - transportation highways toll lanes new technologies management and theories infrastructure planning variable pricing high occupancy vehicle high occupancy toll managed lanes KW - Minnesota KW - Management KW - Transportation KW - Implementation KW - Highways KW - Traffic KW - Innovations KW - article KW - 9261: public policy/administration; public policy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1023024304?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%3Awpsa&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+Works+Management+%26+Policy&rft.atitle=Innovations+on+Managed+Lanes+in+Minnesota&rft.au=Buckeye%2C+Kenneth+R&rft.aulast=Buckeye&rft.aufirst=Kenneth&rft.date=2012-04-01&rft.volume=17&rft.issue=2&rft.spage=152&rft.isbn=&rft.btitle=&rft.title=Public+Works+Management+%26+Policy&rft.issn=1087724X&rft_id=info:doi/10.1177%2F1087724X11430001 LA - English DB - Worldwide Political Science Abstracts N1 - Date revised - 2012-07-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Transportation; Minnesota; Innovations; Traffic; Management; Implementation; Highways DO - http://dx.doi.org/10.1177/1087724X11430001 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 175 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286492; 15286-8_0175 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 175 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286492?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 174 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286491; 15286-8_0174 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 174 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 162 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286490; 15286-8_0162 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 162 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 161 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286489; 15286-8_0161 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 161 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 160 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286488; 15286-8_0160 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 160 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286488?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 156 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286486; 15286-8_0156 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 156 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 155 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286485; 15286-8_0155 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 155 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 153 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286483; 15286-8_0153 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 153 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286483?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 152 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286482; 15286-8_0152 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 152 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286482?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 21 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286481; 15286-8_0021 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 21 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 20 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286480; 15286-8_0020 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286480?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 11 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286479; 15286-8_0011 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 8 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286476; 15286-8_0008 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 7 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286475; 15286-8_0007 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 4 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286474; 15286-8_0004 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 3 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286473; 15286-8_0003 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286473?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 2 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286472; 15286-8_0002 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 165 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286037; 15286-8_0165 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 165 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 164 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286030; 15286-8_0164 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 164 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 157 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286027; 15286-8_0157 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 157 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 151 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286026; 15286-8_0151 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 151 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 30 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286025; 15286-8_0030 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 30 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 12 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286023; 15286-8_0012 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 5 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286021; 15286-8_0005 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 1 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033286020; 15286-8_0001 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033286020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 148 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285960; 15286-8_0148 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 148 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285960?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 136 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285959; 15286-8_0136 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 136 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285959?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 147 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285952; 15286-8_0147 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 147 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 135 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285951; 15286-8_0135 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 135 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 133 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285941; 15286-8_0133 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 133 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285941?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 131 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285926; 15286-8_0131 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 131 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 150 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285924; 15286-8_0150 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 150 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 130 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285920; 15286-8_0130 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 130 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 149 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285917; 15286-8_0149 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 149 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 129 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285912; 15286-8_0129 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 129 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 145 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285907; 15286-8_0145 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 145 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285907?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 128 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285902; 15286-8_0128 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 128 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 144 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285898; 15286-8_0144 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 144 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 143 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285892; 15286-8_0143 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 143 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 142 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285880; 15286-8_0142 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 142 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 126 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285875; 15286-8_0126 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 126 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 125 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285861; 15286-8_0125 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 125 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 123 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285829; 15286-8_0123 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 123 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 138 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285821; 15286-8_0138 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 138 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 122 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285809; 15286-8_0122 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 122 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 137 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285802; 15286-8_0137 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 137 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285802?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 121 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285790; 15286-8_0121 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 121 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 119 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285589; 15286-8_0119 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 119 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 116 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285543; 15286-8_0116 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 116 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285543?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 115 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285532; 15286-8_0115 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 115 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 113 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285495; 15286-8_0113 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 113 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285495?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 112 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285472; 15286-8_0112 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 112 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 109 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285405; 15286-8_0109 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 109 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 106 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285379; 15286-8_0106 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 106 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 108 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285346; 15286-8_0108 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 108 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 107 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285316; 15286-8_0107 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 107 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285316?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 104 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285311; 15286-8_0104 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 104 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 95 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285301; 15286-8_0095 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 95 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 103 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285281; 15286-8_0103 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 103 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 102 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285251; 15286-8_0102 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 102 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 93 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285209; 15286-8_0093 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 93 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285209?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 97 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285031; 15286-8_0097 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 97 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 96 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033285002; 15286-8_0096 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 96 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033285002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 173 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284971; 15286-8_0173 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 173 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 88 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284970; 15286-8_0088 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 88 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 99 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284952; 15286-8_0099 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 99 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 40 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284937; 15286-8_0040 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 40 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 87 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284932; 15286-8_0087 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 87 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 98 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284918; 15286-8_0098 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 98 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 86 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284899; 15286-8_0086 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 86 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 83 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284889; 15286-8_0083 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 83 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 82 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284858; 15286-8_0082 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 82 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284858?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 84 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284826; 15286-8_0084 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 84 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284826?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 80 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284819; 15286-8_0080 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 80 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 81 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284806; 15286-8_0081 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 81 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 79 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284793; 15286-8_0079 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 79 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 78 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284773; 15286-8_0078 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 78 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284773?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 76 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284765; 15286-8_0076 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 76 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 77 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284738; 15286-8_0077 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 77 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284738?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 75 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284726; 15286-8_0075 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 75 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 74 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284706; 15286-8_0074 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 74 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 69 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284698; 15286-8_0069 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 69 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 36 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284676; 15286-8_0036 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 36 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 100 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284672; 15286-8_0100 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 100 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 73 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284664; 15286-8_0073 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 73 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284664?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 68 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284659; 15286-8_0068 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 68 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 92 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284652; 15286-8_0092 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 92 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284652?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 168 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284641; 15286-8_0168 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 168 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 91 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284630; 15286-8_0091 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 91 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284630?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 29 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284624; 15286-8_0029 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 29 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284624?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 90 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284612; 15286-8_0090 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 90 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 28 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284605; 15286-8_0028 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 28 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 70 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284600; 15286-8_0070 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 70 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 89 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284596; 15286-8_0089 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 89 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284596?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 67 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284579; 15286-8_0067 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 67 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 66 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284557; 15286-8_0066 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 66 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 15 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284556; 15286-8_0015 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284556?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 43 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284495; 15286-8_0043 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 43 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284495?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 63 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284480; 15286-8_0063 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 63 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284480?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 62 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284447; 15286-8_0062 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 62 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284447?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 61 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284418; 15286-8_0061 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 61 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284418?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 60 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284388; 15286-8_0060 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 60 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Tony&rft.date=1994-09-01&rft.volume=34&rft.issue=5&rft.spage=77&rft.isbn=&rft.btitle=&rft.title=Journal+of+Advertising+Research&rft.issn=00218499&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 59 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284358; 15286-8_0059 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 59 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 58 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284332; 15286-8_0058 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 58 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284332?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 57 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284307; 15286-8_0057 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 57 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284307?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 55 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284280; 15286-8_0055 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 55 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284280?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 53 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284222; 15286-8_0053 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 53 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 50 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284203; 15286-8_0050 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 50 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284203?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 46 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284102; 15286-8_0046 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 46 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 38 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033284023; 15286-8_0038 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 38 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033284023?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 170 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283827; 15286-8_0170 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 170 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283827?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 169 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283793; 15286-8_0169 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 169 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 17 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283714; 15286-8_0017 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 17 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 14 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283583; 15286-8_0014 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 52 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283582; 15286-8_0052 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 52 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 37 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283560; 15286-8_0037 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 37 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283560?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 45 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283503; 15286-8_0045 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 45 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 44 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283466; 15286-8_0044 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 44 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283466?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 48 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283274; 15286-8_0048 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 48 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 166 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283219; 15286-8_0166 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 166 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283219?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 23 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283150; 15286-8_0023 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 178 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283095; 15286-8_0178 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 178 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283095?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 177 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283059; 15286-8_0177 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 177 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 27 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283036; 15286-8_0027 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 27 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 26 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033283011; 15286-8_0026 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 26 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033283011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). [Part 24 of 178] T2 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1033282983; 15286-8_0024 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1033282983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-08-14 ER - TY - RPRT T1 - ELGIN O'HARE - WEST BYPASS PROJECT, COOK AND DUPAGE COUNTIES, ILLINOIS (TIER 2 ENVIRONMENTAL IMPACT STATEMENT). AN - 1020046033; 15286 AB - PURPOSE: Multimodal transportation improvements for the Elgin O'Hare-West Bypass (EO-WB) study area in Cook and DuPage counties, Illinois are proposed. The EO-WB study area is located about 17 miles northwest of Chicago's central business district in the vicinity of OHare International Airport, an area characterized as a regional transportation crossroad that includes OHare Airport, a network of freeways and toll roads, transit facilities (including Metra rail lines, Pace bus service, and Chicago Transit Authoritys Blue Line service), freight rail service, and multimodal transfer facilities. It also contains the second largest employment base in the State of Illinois. Travel demand has been outpacing the capacity of the transportation infrastructure resulting in severe traffic congestion, traffic delays, and reduced travel efficiency. The EO-WB Project Tier One Record of Decision approved the preferred type of improvement, the preferred project corridor, and enabled the early acquisition of right-of-way on a case-by-case basis from willing sellers. This Tier 2 draft EIS evaluates a No Build Alternative and a Build Alternative using a year 2040 planning horizon. The mainline improvements under the EO-WB project are planned as a fully access-controlled highway. The access-controlled portion of the project has two elements, the east-west component known as the Elgin OHare corridor, and the north-south component known as the West Bypass corridor. The extent of the Elgin OHare corridor is about 10 miles from Gary Avenue on the west to the western edge of OHare Airport on the east, where 4.8 miles would include the existing Elgin-OHare Expressway, and about five miles would include the existing Thorndale Avenue. The West Bypass corridor would extend from Interstate-90 (I-90) near the Elmhurst Road interchange on the north to I-294 on the south, a distance of about 6.2 miles that would all be developed as a new corridor. Lane additions would be required on I-90, I-290, and I-294, extending from the system interchanges (about 4.5 miles on I-90, 1.9 miles on I-290, and 2.2 miles on I-294) to safely and efficiently manage traffic. The east-west component (Elgin OHare corridor) would have three basic lanes in each direction with an additional auxiliary lane in each direction in high traffic areas. The north-south component (West Bypass corridor) would have two basic lanes in each direction with an additional auxiliary lane in each direction at high traffic locations. Bridges would be required in numerous locations to accommodate stream crossings, railroad crossings, crossing roads, or system flyovers. Also, a tunnel or bridge at the intersection of Devon Avenue and Elmhurst Road would be required for the Canadian Pacific/Union Pacific railroad tracks. Provisions for transit would be incorporated into the median for a portion of the project, and plans for bicycle and pedestrian facilities have also been integrated. Costs of the proposed project are estimated at $3.6 billion for the complete roadway and related improvements, and $325 million for the transit-related improvements. POSITIVE IMPACTS: The bypass would relieve local congestion, improve efficiency by reducing the number of partial interchanges and at-grade railroad crossings, improve access to existing and planned land uses, and enhance planned OHare Airport improvements. Overall travel efficiency would be improved by up to 17 percent and congestion on secondary roads would be reduced by up to 16 percent. Construction could produce 2,000 to 3,000 jobs per year during the construction period. NEGATIVE IMPACTS: Construction would entail the loss of up to 24.4 acres of wetlands, 58.2 acre-feet of floodplains, and 1.7 acres of surface waters. Seven residences, 39 commercial/industrial properties, and 52 businesses with 1,352 employees would be displaced. 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 abstracts of the Tier 1 draft and final EISs, see 09-0434D, Volume 33, Number 4 and 10-0163F, Volume 34, Number 1, respectively. JF - EPA number: 120088, Draft EIS--469 pages and maps, Appendices--581 pages, March 30, 2012 PY - 2012 KW - Roads and Railroads KW - Airports KW - Employment KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Traffic Control 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/1020046033?accountid=14244 L2 - http://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=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=ELGIN+O%27HARE+-+WEST+BYPASS+PROJECT%2C+COOK+AND+DUPAGE+COUNTIES%2C+ILLINOIS+%28TIER+2+ENVIRONMENTAL+IMPACT+STATEMENT%29.&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 - 2012-06-01 N1 - SuppNotes - Draft. Preparation date: March 30, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - UPPER LAS VEGAS WASH CONSERVATION TRANSFER AREA, CLARK COUNTY, NEVADA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF DECEMBER 2004). AN - 1020046028; 15281 AB - PURPOSE: Boundary adjustments to the Upper Las Vegas Wash Conservation Transfer Area (CTA) in Clark County, Nevada are proposed. The 2004 Las Vegas Valley Disposal Boundary final EIS and Record of Decision allowed for the disposal of 46,700 acres of federal land to address continuing growth in the greater Las Vegas metropolitan area, but specified additional analysis of 5,000 acres to be withheld from sale because of a high concentration of sensitive resources. The CTA study area was subsequently expanded to 13,622 acres and stretches east from US Highway 95 near the Paiute Reservation to approximately four miles west of Interstate 15. Within the final CTA boundary, a conservation strategy agreement would be developed to protect vegetation and unique paleontological and archaeological resources and habitat for special status species. The study area is located within a broad, northwest-southeast-trending alluvial basin, and the Las Vegas Wash is a heavily incised natural flood channel that carries storm water and runoff from Las Vegas to Lake Mead. Three rare plant species and a number of protected wildlife species occur within the area and it contains large numbers of paleontological sites, 660 acres of the Tule Springs archeological site, and the 300-acre Eglington Preserve. This final supplemental EIS describes and analyzes six alternative CTA boundaries, ranging from 1,448 acres for the No Action Alternative, to 12,953 acres for Alternative A. The Record of Decision documents the selection of Alternative B for implementation. The revised Alternative B boundary encompasses 10,670 acres and includes the Las Vegas Formation, sensitive cultural and botanical resources, the active wash and 100-year floodplain, and the alluvial fan north of the wash to the boundary of the Desert National Wildlife Refuge. The revised Alternative B boundary also includes the Eglington Preserve but does not include the Tule Springs state lands. POSITIVE IMPACTS: The boundary would protect the natural functioning of the Upper Las Vegas Wash and sensitive resources while offering 2,654 acres of lands for disposal and private development. The selected alternative would maintain existing stormwater volume, velocity, and depth, along with sediment load, flow location, and flow pattern of stormwater moving down the alluvial fans of the Sheep and Las Vegas ranges. Sensitive botanical, cultural, and paleontological resources in the CTA would be protected. NEGATIVE IMPACTS: Private development on 2,654 acres would yield up to 1,440 tons of sediment loss annually as a result of surface erosion and up to 1,150 tons of stream bank erosion. Development on lands outside the boundary would remove 5.4 acres of occupied, 266.6 acres of high-potential, and 0.1 acre of moderate-potential bearpoppy habitat. There would be potential for exposure and destruction of undocumented fossil sites. High-density urban development would create visual impacts and increases in ambient noise. LEGAL MANDATES: Clark County Conservation of Public Land and Natural Resources Act of 2002, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), and Southern Nevada Public Land Management Act of 1998. PRIOR REFERENCES: For the abstract of the draft supplemental EIS, see 10-0057D, Volume 34, Number 1. For the abstract of the draft and final EISs, see 05-0255D, Volume 29, Number 3 and 05-0432F, Volume 29, Number 3, respectively. JF - EPA number: 120083, Final Supplemental EIS and Record of Decision--348 pages and maps, Appendices--439 pages and maps, March 30, 2012 PY - 2012 KW - Land Use KW - Agency number: BLM/NV/LV/ES/11-23+1793 KW - Archaeological Sites KW - Conservation KW - Cultural Resources KW - Desert Land KW - Erosion KW - Floodplains KW - Historic Sites KW - Hydrologic Assessments KW - Land Management KW - Open Space KW - Paleontological Sites KW - Preserves KW - Property Disposition KW - Recreation Resources KW - Socioeconomic Assessments KW - Soils KW - Urban Development KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Water Resources KW - Wildlife Habitat KW - Las Vegas Resource Management Area KW - Nevada KW - Clark County Conservation of Public Land and Natural Resources Act of 2002, Compliance KW - Federal Land Policy and Management Act of 1976, Compliance KW - Southern Nevada Public Land Management Act of 1998, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046028?accountid=14244 L2 - http://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=2012-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPPER+LAS+VEGAS+WASH+CONSERVATION+TRANSFER+AREA%2C+CLARK+COUNTY%2C+NEVADA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+2004%29.&rft.title=UPPER+LAS+VEGAS+WASH+CONSERVATION+TRANSFER+AREA%2C+CLARK+COUNTY%2C+NEVADA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+DECEMBER+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Las Vegas, Nevada; DOI N1 - Date revised - 2012-06-01 N1 - SuppNotes - Final. Preparation date: March 30, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - NEW JERSEY - NEW YORK EXPANSION PROJECT, NEW JERSEY, NEW YORK, AND CONNECTICUT. AN - 1017751938; 15275 AB - PURPOSE: The issuance of a certificate of public convenience and necessity to construct, operate, and maintain expansions of existing interstate natural gas pipeline systems in New Jersey, New York, and Connecticut is proposed. Texas Eastern Transmission, LP (Texas Eastern) and Algonquin Gas Transmission, LLC (Algonquin), both indirect wholly-owned subsidiaries of Spectra Energy Corporation, filed an application on December 20, 2010 for the New Jersey-New York Expansion Project (NJ-NY Project) which would involve the construction and operation of 20.0 miles of natural gas pipeline and associated equipment and facilities. Of this total, 15.2 miles would consist of new 30-inch-diameter pipeline in the boroughs of Staten Island and Manhattan, New York and the cities of Bayonne, Jersey City, and Hoboken, New Jersey, and 4.8 miles would consist of 42-inch-diameter replacement pipeline in the borough of Staten Island, New York and the city of Linden, New Jersey. Texas Eastern also proposes to abandon 8.9 miles of existing 12-, 20-, and 24-inch-diameter pipeline in Linden and Staten Island. Associated equipment and facilities would include seven new metering and regulating stations; modifications to existing compressor stations; pig launchers and receivers; and pipeline valves. Major issues include: safety and the proximity of the pipelines and construction activities to homes, businesses, and public buildings; alternative routing/siting for the proposed facilities; impacts on residents and businesses during construction; impacts on waterbodies, wetlands, and public parklands; and impacts on community infrastructure and water supplies. In addition to the proposed action, this final EIS addresses a No Action Alternative, system alternatives, Consolidated Edison Company (Con Edison) interconnect alternatives, route alternatives, minor route variations, aboveground facility site alternatives, and workspace alternatives. The Federal Energy Regulatory Commission staff have concluded that the NJ-NY Project would be an environmentally acceptable action. The project would be collocated with existing pipeline, roadway, railway, and/or utility rights-of-way for approximately 65 percent of the route. Horizontal directional drilling for the crossings of Piles Creek, Winians Creek, the Arthur Kill, Old Place Creek, Kill Van Kull, Bayonne Inlet, Long Slip Canal, and the Hudson River would minimize impacts on the bed, banks, and essential fish habitat associated with these waterbodies. Impacts on natural and cultural resources and industrial/commercial/residential areas would be minimized and a monitoring program would ensure compliance with all mitigation measures. POSITIVE IMPACTS: Implementation would provide Con Edison customers with access to diverse natural gas supplies from liquefied natural gas and Canadian gas supplies via Algonquins system; access to supplies from the Gulf Coast, Mid-continent, and Rockies through Texas Easterns system; and access to the growing supply of natural gas from the Marcellus Shale Basin via both pipeline systems. The NJ-NY Project would eliminate a critical capacity constraint, enhance customer choice, and provide additional operational flexibility. NEGATIVE IMPACTS: Construction would impact 16.3 acres of wetlands temporarily and 3.1 acres permanently. A total of 34 waterbody crossings would be required, including nine major crossings. In-water activities in the Hudson River would include 11,250 cubic yards of dredging. Multiple areas of known soil contamination would be crossed by the proposed pipeline. One historic property, and possibly two properties that are on or potentially eligible for listing on the National Register of Historic Places, would be impacted. Construction and operation may affect but would not adversely affect the shortnose sturgeon, Atlantic sturgeon, Indiana bat, bog turtle, green sea turtle, hawksbill sea turtle, Kemps ridley turtle, loggerhead sea turtle, and leatherback sea turtle. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120077, Final EIS and Appendices--1,084 pages, Comments and Responses--1,132 pages, March 23, 2012 PY - 2012 KW - Energy KW - Agency number: FERC/EIS-0241F KW - Dredging KW - Drilling KW - Fish KW - Hazardous Wastes KW - Natural Gas KW - Pipelines KW - Rivers KW - Soils KW - Vegetation KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Arthur Kill KW - Connecticut KW - Hudson River KW - Kill Van Kull KW - New Jersey KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Natural Gas Act, Certificates of Public Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1017751938?accountid=14244 L2 - http://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=2012-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+JERSEY+-+NEW+YORK+EXPANSION+PROJECT%2C+NEW+JERSEY%2C+NEW+YORK%2C+AND+CONNECTICUT.&rft.title=NEW+JERSEY+-+NEW+YORK+EXPANSION+PROJECT%2C+NEW+JERSEY%2C+NEW+YORK%2C+AND+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy Projects, Washington, District of Columbia; FERC N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 23, 2012 N1 - Last updated - 2012-05-31 ER - TY - RPRT T1 - EASTERN HILLS DRIVE AND CONNECTING ROADWAYS, POTTAWATTAMIE COUNTY, IOWA. AN - 1017751936; 15273 AB - PURPOSE: The construction of a new road that will traverse the southeast quadrant of Council Bluffs in Pottawattamie County, Iowa is proposed. The roadway, termed Eastern Hills Drive, would provide a route between U.S. Highway 6 (US 6) and Iowa Highway 92 (IA 92). From 1995 through 2004, a total of 3,300 new residential housing units have been constructed in Council Bluffs and the general direction of growth has been to the east from the citys current municipal boundaries. The proposed project includes expanding the existing Eastern Hills Drive to a four-lane roadway while improving connections to Cedar Lane, Greenview Road, Steven Road, and Cottonwood Road. This draft EIS considers a No Build Alternative and eight corridor build alternatives. Alternative 1 would widen Eastern Hills Drive from its current two-lane, 28-foot-wide configuration to four lanes within a 100-foot right-of-way (ROW) from US 6 to McPherson Avenue. Alternative 2 would widen Eastern Hills Drive from McPherson Avenue to Cedar Lane. Alternative 3 would provide a new alignment between Steven Road and Eastern Hills Drive using existing Cedar Lane, while Alternative 4 would provide a new alignment with two lanes within a 66-foot ROW without using existing Cedar Lane. Alternative 5 would widen existing State Orchard Road between Eastern Hills Drive and Concord Loop. The initial configuration would consist of a three-lane road with an ultimate configuration of five lanes within the 100-foot ROW. Alternative 6 would provide a new alignment between State Orchard Road and IA 92 within a 100-foot ROW. Alternative 7 would provide a new alignment within a 100-foot ROW between Eastern Hills Drive and IA 92 from the Hills of Cedar Creek subdivision to existing 214th Street and would include widening of 214th Street. Alternative 10 would widen existing Greenview Road from Glen Oaks Drive to Cottonwood Road. Ten-foot wide recreational trails are proposed for the build alternatives. Costs for the build alternatives are estimated in the range of $4.2 million to $9.2 million. POSITIVE IMPACTS: The completion of Eastern Hills Drive would provide local system transportation system continuity, support planned land development, increase the capacity of existing roads to accommodate future traffic demands, and improve safety and emergency access. Enhanced access to Interstate 80, US 6, and IA 92 would have positive impacts on businesses located in the vicinity of the new roadway. NEGATIVE IMPACTS: Construction would require up to 48.5 acres and would impact up to 0.7 acres of wetlands and 3.7 acres of woodland. Several streams would be crossed and Alternative 10 would involve the placement of fill in the 100-year floodplain of Pony Creek. Alternative 3 would potentially impact two archaeological sites. Up to 18 residential relocations and one partial business acquisition would be required. 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: 120075, 163 pages and maps, March 23, 2012 PY - 2012 KW - Roads and Railroads KW - Archaeological Sites KW - Creeks KW - Floodplains KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Trails KW - Transportation KW - Wetlands KW - Iowa 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/1017751936?accountid=14244 L2 - http://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=2012-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EASTERN+HILLS+DRIVE+AND+CONNECTING+ROADWAYS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.title=EASTERN+HILLS+DRIVE+AND+CONNECTING+ROADWAYS%2C+POTTAWATTAMIE+COUNTY%2C+IOWA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 2012 N1 - Last updated - 2012-05-31 ER - TY - RPRT T1 - WESTSIDE SUBWAY EXTENSION TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1017751933; 15270 AB - PURPOSE: A nine-mile extension of heavy rail transit (HRT) from the existing Metro Purple Line western terminus at the Wilshire/Western Station to a new western terminus at the West Los Angeles Veterans Affairs (VA) Hospital, Los Angeles County, California is proposed. The study area for the Westside Subway Extension Transit Corridor Project encompasses 38 square miles and includes portions of the cities of Los Angeles, West Hollywood, Beverly Hills, and Santa Monica, as well as portions of unincorporated Los Angeles County. Large population and employment centers are scattered throughout major activity centers in the corridor and the extremely congested road networks will deteriorate further with the projected increase in population and jobs by 2035. On October 28, 2010, the Board of Directors of the Los Angeles County Metropolitan Transportation Authority selected Alternative 2 from the draft EIS as the locally preferred alternative (LPA) for the Westside Project. This final EIS evaluates a No Build Alternative and the LPA which would include seven new stations spaced in approximately one-mile intervals, as follows: Wilshire/La Brea, Wilshire/Fairfax, Wilshire/La Cienega, Wilshire/Rodeo, Century City (Century City Santa Monica or Century City Constellation), Westwood/UCLA (Westwood/UCLA On- Street or Westwood/UCLA Off-Street), and Westwood/VA Hospital (Westwood/ VA Hospital South or Westwood/VA Hospital North). Subway train tracks would be 35 to more than 100 feet below the surface inside nine miles of twin-bored tunnels. The alignment would be primarily under city streets and public rights-of-way. Each station would have one street-level entrance, with the exception of the Westwood/ UCLA Station, which would have two station entrances. A permanent parking structure at the Westwood/VA Hospital South Station would replace parking losses on the VA property resulting from construction staging activities. Under the concurrent construction scenario, the LPA is expected to be operational to Westwood/VA Hospital in 2022, with construction beginning in 2013. In the event that accelerated federal funding is not secured, the LPA would be constructed in three sequential phases. The first phase to the Wilshire/La Cienega Station would open in 2020; the second phase to the Century City Station would open in 2026; and the final phase to the Westwood/VA Hospital Station would open in 2036. Cost is estimated in year of expenditure dollars at $5.66 billion under the concurrent construction scenario and $6.29 billion under the phased construction scenario. POSITIVE IMPACTS: HRT technology would allow very high passenger-carrying capacity of up to 1,000 passengers per train and maximum speed of 70 miles per hour. Implementation would reduce traffic congestion on roads, improve transit travel time, and provide more reliable transit service. NEGATIVE IMPACTS: Construction impacts would include traffic and access disruptions near station sites, temporary sidewalk and bicycle lane closures, construction noise and emissions of nitrogen oxide and particulate matter, temporary removal of parking, and visual effects. Construction of the LPA would require 35 to 57 full acquisitions (four multi-family residences and one mixed-use building containing residences), three to 10 permanent easements, six to 12 temporary construction easements, 93 to 137 permanent underground easements, and the demolition of the historic Ace Gallery at the Wilshire/Rodeo Station. The LPA is located in a seismically active region and would be susceptible to possible surface fault rupture hazard. A substantial hazard would exist for the Century City Station if is located along Santa Monica Boulevard. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0496D, Volume 34, Number 2. JF - EPA number: 120072, Final EIS--1,010 pages and maps, Plans and Drawings--87 pages, Appendices and Technical Reports--CD-ROM, March 23, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality KW - Central Business Districts KW - Easements KW - Historic Sites KW - Historic Sites Surveys KW - Land Acquisitions KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Seismology KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1017751933?accountid=14244 L2 - http://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=2012-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WESTSIDE+SUBWAY+EXTENSION+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=WESTSIDE+SUBWAY+EXTENSION+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 23, 2012 N1 - Last updated - 2012-05-31 ER - TY - RPRT T1 - I-395/ROUTE 9 TRANSPORTATION STUDY, PENOBSCOT AND HANCOCK COUNTIES, MAINE. AN - 1017751931; 15268 AB - PURPOSE: The construction of a new two-lane road from Interstate 395 (I-395) to Route 9 to the east of East Eddington in southern Penobscot County, Maine is proposed. The 54-square-mile study area is located east of Bangor and I-95, and includes the city of Brewer and the towns of Holden and Eddington. Small portions of the town of Clifton and the town of Dedham in Hancock County are also in the study area. The greater Bangor area is the economic and employment center for the north-central Maine region and a center for goods movement because of its proximity to the Interstate system and Canadian markets. Poor roadway geometry in the study area combined with an increase in local and regional commercial and passenger traffic has resulted in poor system linkage, safety concerns, and traffic congestion. Transportation system alternatives are proposed to improve safety along Routes 1A and 46, and to improve the current and future flow of traffic and the shipment of goods to the Interstate system. This draft EIS considers a No Build Alternative and three build alternatives. The preferred alternative (Alternative 2B-2) would involve construction of a two-lane controlled-access highway within a 200-foot-wide right-of-way (ROW). The alignment would proceed north from the I-395 interchange with Route 1A, roughly paralleling the Brewer/Holden town line, and connect with Route 9 west of Chemo Pond Road. Route 9 would not be widened to four lanes. The existing I-395/Route 1A interchange would be expanded to become a semidirectional interchange. The new roadway would bridge over Felts Brook in two locations at the I-395 interchange and would pass underneath Eastern Avenue between Woodridge Road and Brian Drive. The alignment would bridge over Eaton Brook, bridge over Lambert Road, pass underneath Mann Hill Road, and bridge over Levenseller Road connecting to Route 9 at a T intersection. Route 9 eastbound would be controlled with a stop sign. Under Alternative 5A2B-2, the alignment would start at I-395 and proceed for one mile along the southern side of Route 1A in the town of Holden before turning northward, crossing over Route 1A and paralleling the Bangor Hydro-Electric Company utility easement to connect with Route 9. Alternative 5A2B-2 would connect to Route 1A with a new modified-diamond interchange. Under Alternative 5B2B-2, the alignment would start at the I-395 interchange with Route 1A and follow a more westerly route before turning east and connecting with Route 9 west of Chemo Pond Road. Costs are estimated in 2011 dollars in the range of $61 million to $81 million. A plan to protect the selected corridor from further development would include development of zoning and local ordinances and selective acquisition of properties as they become available. POSITIVE IMPACTS: The new facility would improve regional system linkage and improve safety along Routes 1A and 46. Removal of a substantial portion of heavy-truck traffic and other through-traffic along Route 1A and a portion of Route 9 in Brewer and Eddington would improve access safety and reduce traffic congestion. NEGATIVE IMPACTS: Construction would impact 26 to 31 acres of wetlands and two to 11 acres of floodplains. Six to nine stream crossings would impact aquatic habitats and fisheries. Six to 15 residences would be displaced and the preferred alternative would displace 20 percent of Eastern Maine Healthcares parking lot. Snowmobile trails maintained by the Eastern Maine Snowmobile Association would be crossed in three to six locations. Future development along Route 9 in the study area could impact future traffic flow and the overall benefits of the project. 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: 120070, 378 pages and maps, March 23, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-12-01-D KW - Creeks KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maine 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/1017751931?accountid=14244 L2 - http://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=2012-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-395%2FROUTE+9+TRANSPORTATION+STUDY%2C+PENOBSCOT+AND+HANCOCK+COUNTIES%2C+MAINE.&rft.title=I-395%2FROUTE+9+TRANSPORTATION+STUDY%2C+PENOBSCOT+AND+HANCOCK+COUNTIES%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 2012 N1 - Last updated - 2012-05-31 ER - TY - RPRT T1 - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS (SECOND DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2005). AN - 1017751929; 15276 AB - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long, limited-access toll facility from Interstate 35E (I-35E)/State Highway (SH) 183 to US 175/SH 310 in Dallas, Dallas County, Texas is proposed. The project corridor includes a portion of the Dallas floodway of the Trinity River, located on the west side of downtown Dallas. Area highways and numerous local arterial streets are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. A No Build Alternative (Alternative 1) and four build alternatives are evaluated in this draft supplemental EIS. Alternatives 2A and 2B would generally follow existing Irving/Riverfront (Industrial) Boulevard. Alternative 3C would generally follow along the east levee of the Dallas Floodway, and Alternative 4B would be a split configuration with north and southbound lanes generally following along the east and west Dallas Floodway levees, respectively. The project would involve the staged construction of a six-lane controlled access toll facility with local street interchanges, and freeway-to-tollway interchanges at I-35E/SH 183, US 175/SH 310, Woodall Rodgers Freeway, and I-45. The proposed facility would be grade separated at crossings of existing highways and local arterial streets. This limited scope supplemental EIS includes an update on the project development study process, an evaluation of the compatibility of the Trinity Parkway alternatives with city of Dallas levee remediation plans for the Dallas floodway, an analysis of the practicability of Trinity Parkway alternatives pursuant to Executive Order 11990 (Protection of Wetlands) and Executive Order 11988 (Floodplain Management), and an update on activities relating to historic resources. Estimated cost of the project ranges from $1.4 billion to $2.4 billion in 2011 dollars. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved. NEGATIVE IMPACTS: Right-of-way requirements of 264 to 490 acres would displace 24 to 272 commercial buildings, six to 11 residences, and five to 11 community and public buildings. The facility would affect 55 to 418 acres of floodplain and displace up to 111 acres of wetlands. Alternative 3C would impact integrity of design, materials, and workmanship of the Continental Avenue Viaduct. New impermeable surface and stormwater runoff would increase contaminants and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 209 sensitive receptor sites. Construction workers would encounter 16 to 35 high-risk hazardous material sites. LEGAL MANDATES: Executive Order 11988, Executive Order 11990, 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 abstracts of the draft and the first draft supplemental EISs, see 05-0419D, Volume 29, Number 3 and 09-0189D, Volume 33, Number 2, respectively. JF - EPA number: 120078, 580 pages and maps, March 23, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-02-02-DS KW - Air Quality KW - Community Facilities KW - Cost Assessments KW - Cultural Resources Assessments KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Noise Standards Violations KW - Section 4(f) Statements KW - Relocations-Property Acquisitions KW - Transportation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Department of Transportation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1017751929?accountid=14244 L2 - http://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=2012-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%29.&rft.title=TRINITY+PARKWAY+FROM+IH-35E%2FSH-183+TO+US-175%2FSH-310%2C+DALLAS+COUNTY%2C+TEXAS+%28SECOND+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2005%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 - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 23, 2012 N1 - Last updated - 2012-05-31 ER - TY - RPRT T1 - US 1 FROM SANDHILL ROAD (SR 1971) TO MARSTON ROAD (SR 1001), CITY OF ROCKINGHAM, RICHMOND COUNTY, NORTH CAROLINA. [Part 1 of 1] T2 - US 1 FROM SANDHILL ROAD (SR 1971) TO MARSTON ROAD (SR 1001), CITY OF ROCKINGHAM, RICHMOND COUNTY, NORTH CAROLINA. AN - 1124735395; 15252-4_0001 AB - PURPOSE: The construction of a four-lane controlled access bypass and the widening of US 1 around the city of Rockingham, Richmond County, North Carolina are proposed. US 1 serves as an important north-south corridor in the Piedmont region between the South Carolina state line and Interstate 40 (I-40) and I-85. The existing rural highway within the study area does not meet transportation needs. Without improvements, traffic operations will continue to deteriorate on the two-lane sections of US 1 near the downtown area due to low travel speeds, numerous access points, and traffic signals. The proposed project would improve US 1 from Sandhill Road (SR 1971) south of Rockingham to Marston Road (SR 1001) in Marston, a distance of 19.3 miles. Approximately 14 miles would be on new location, and about five miles of existing US 1 would be widened. From Sandhill Road to a point 1.5 miles north of Fox Road (SR 1606), US 1 is proposed to be a four-lane, median divided roadway with full control of access along the new location and partial control of access on the widened section. A five-lane section with no control of access is proposed along existing US 1 from a point 1.5 miles north of Fox Road to Marston Road. Interchanges are planned at the US 74 Bypass, Airport Road (SR 1966), US 74 Business, and Wiregrass Road (SR 1640)/County Home Road (SR 1624). This final EIS considers a No Build Alternative and four build corridors. Corridor 21, which is the preferred alternative, begins south of Osborne Road (SR 1104) and passes north of the Loch Haven Golf Course and south of the Richmond County Airport. It intersects US 74 Business near Pineleigh Avenue (SR 1670). The alignment travels northeast to cross over both Wiregrass Road and County Home Road near the location of their intersection and just west of Richmond Primary School. After crossing County Home Road, the alignment remains on new location before turning north and intersecting US 1 north of Fox Road. Total costs of constructing the corridor are estimated at $260.4 million. Right-of-way acquisition is scheduled to begin in 2012 and construction in 2014. POSITIVE IMPACTS: The new roadway would provide a safer, more efficient facility for local and through traffic. Overall travel times and traffic congestion in downtown Rockingham would be reduced by diverting through traffic and truck traffic from local streets. NEGATIVE IMPACTS: Required right-of-way totals 961.8 acres and would displace 483.5 acres of forested land, 310 acres of developed land, 76 acres of agricultural land, 97 residences, and eight businesses. The roadway would cross 16 streams, impacting 3,717 linear feet of stream, 2.6 acres of open water, 40.5 acres of wetlands, and 9.8 acres of floodplain. Widening improvements would impact 2.4 acres of property within the Pee Dee River Game Land. An archaeologically significant cemetery located on the Cameron Plantation property could be impacted. Noise would impact 165 residences, one business, and one campground. 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 abstracts of the draft and draft supplemental EISs, see 99-0388D, Volume 23, Number 4 and 01-0446D, Volume 25, Number 4, respectively. JF - EPA number: 120054, 575 pages and maps, March 9, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - North Carolina 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/1124735395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+1+FROM+SANDHILL+ROAD+%28SR+1971%29+TO+MARSTON+ROAD+%28SR+1001%29%2C+CITY+OF+ROCKINGHAM%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+1+FROM+SANDHILL+ROAD+%28SR+1971%29+TO+MARSTON+ROAD+%28SR+1001%29%2C+CITY+OF+ROCKINGHAM%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 25 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735384; 15253-5_0025 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 25 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 24 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735380; 15253-5_0024 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 23 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735375; 15253-5_0023 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 22 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735370; 15253-5_0022 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 22 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735370?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 21 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735365; 15253-5_0021 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 21 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735365?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 20 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735358; 15253-5_0020 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 19 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735355; 15253-5_0019 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 19 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 18 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124735351; 15253-5_0018 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 18 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124735351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 1 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734936; 15253-5_0001 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 15 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734789; 15253-5_0015 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734789?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 14 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734788; 15253-5_0014 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 13 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734787; 15253-5_0013 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 13 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 6 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734786; 15253-5_0006 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734786?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 5 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734784; 15253-5_0005 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734784?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 4 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734783; 15253-5_0004 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 3 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734781; 15253-5_0003 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 11 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734771; 15253-5_0011 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 10 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734768; 15253-5_0010 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 10 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 9 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734766; 15253-5_0009 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734766?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. [Part 8 of 26] T2 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1124734764; 15253-5_0008 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1124734764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-11-01 ER - TY - RPRT T1 - I-12 TO BUSH, LOUISIANA PROPOSED HIGHWAY PROJECT, ST. TAMMANY PARISH, LOUISIANA. AN - 1013491812; 15253 AB - PURPOSE: The construction of Louisiana Highway 3241 (LA 3241) from Interstate 12 (I-12) to Bush, Louisiana is proposed. The project area is entirely within St. Tammany Parish and is roughly bounded by LA 21, US 190, I-12, US 11, and LA 41. It encompasses 245 square miles and includes the incorporated areas of Abita Springs, Pearl River, and portions of the cities of Slidell and Covington. Unincorporated areas such as Bush, Hickory, Talisheek, and Waldheim are included in the project area. LA 21 is a four-lane divided highway between the city of Bogalusa, in Washington Parish, and Bush, ending at its intersection with LA 41. The proposed I-12 to Bush highway would extend the four-lane section from that point to an existing interchange on I-12 by expanding an existing highway to four lanes or constructing a new alignment with a maximum right-of-way (ROW) width of 250 feet. The majority of the proposed highway would be designed as a rural arterial road with a design speed of 70 miles per hour. The typical cross section would have two 12-foot travel lanes, an eight- to 10-foot outside shoulder, and a four-foot inside shoulder in each direction. The median width would vary depending on highway design class used, ranging between 40 and 60 feet. The exception to that design could be at the proposed project transitions into existing roadways and where alternative alignments follow the existing LA 21. Five alternatives, including a No Build Alternative, are analyzed in this final EIS. The Louisiana Department of Transportation and Development's preferred alignment, Alternative P, would begin at the intersection of LA 41 and LA 40 in Bush and proceed southward for 17.4 miles to LA 1088. The majority of the project, including the northern 0.7-mile-section, would have a typical ROW width of 250 feet. At the southern end of the project area, the last 1.5 miles would be designed as a suburban arterial with a ROW width of 180 feet. The proposed route would use an abandoned railroad corridor from Bush to Talisheek, a distance of 2.5 miles, before turning southwesterly for 13.3 miles on a new alignment to connect with LA 1088 north of I-12. Access would be provided in Bush, at LA 435, at LA 36, and at the intersection with LA 1088. Crossings of existing highways would be at grade. POSITIVE IMPACTS: The proposed LA 3241 would provide a four-lane highway connection for Washington and northern St. Tammany Parishes to I-12, with the goal of fulfilling regional transportation needs and stimulating economic growth and activity in the region. NEGATIVE IMPACTS: Removal of surface material and placement of borrow material would directly impact soils. Construction would replace existing land cover with impervious road surfaces and could result in the loss or degradation of fish and wildlife habitat. Under the preferred alternative, 20 acres of pine flatwoods habitat and 358 acres of wetlands within the ROW would be permanently lost; an additional 208 acres of wetlands outside the ROW could be impacted. Channel and overland flow could be impeded resulting in changes in the vegetative complex, increased duration of ponding and drought conditions, and a potential reduction in the amount of wetlands throughout the study area. A noticeable increase in traffic noise would be expected for all receptors within one mile of the proposed highway. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 120055, Final EIS-489 pages, Appendices-- 1,049 pages, March 9, 2012 PY - 2012 KW - Roads and Railroads KW - Biologic Assessments KW - Economic Assessments KW - Highway Structures KW - Highways KW - Hydraulic Assessments KW - Hydrologic Assessments KW - Hydrology KW - Noise KW - Noise Assessments KW - Soils KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1013491812?accountid=14244 L2 - http://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=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.title=I-12+TO+BUSH%2C+LOUISIANA+PROPOSED+HIGHWAY+PROJECT%2C+ST.+TAMMANY+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-05-15 ER - TY - RPRT T1 - US 1 FROM SANDHILL ROAD (SR 1971) TO MARSTON ROAD (SR 1001), CITY OF ROCKINGHAM, RICHMOND COUNTY, NORTH CAROLINA. AN - 1013491811; 15252 AB - PURPOSE: The construction of a four-lane controlled access bypass and the widening of US 1 around the city of Rockingham, Richmond County, North Carolina are proposed. US 1 serves as an important north-south corridor in the Piedmont region between the South Carolina state line and Interstate 40 (I-40) and I-85. The existing rural highway within the study area does not meet transportation needs. Without improvements, traffic operations will continue to deteriorate on the two-lane sections of US 1 near the downtown area due to low travel speeds, numerous access points, and traffic signals. The proposed project would improve US 1 from Sandhill Road (SR 1971) south of Rockingham to Marston Road (SR 1001) in Marston, a distance of 19.3 miles. Approximately 14 miles would be on new location, and about five miles of existing US 1 would be widened. From Sandhill Road to a point 1.5 miles north of Fox Road (SR 1606), US 1 is proposed to be a four-lane, median divided roadway with full control of access along the new location and partial control of access on the widened section. A five-lane section with no control of access is proposed along existing US 1 from a point 1.5 miles north of Fox Road to Marston Road. Interchanges are planned at the US 74 Bypass, Airport Road (SR 1966), US 74 Business, and Wiregrass Road (SR 1640)/County Home Road (SR 1624). This final EIS considers a No Build Alternative and four build corridors. Corridor 21, which is the preferred alternative, begins south of Osborne Road (SR 1104) and passes north of the Loch Haven Golf Course and south of the Richmond County Airport. It intersects US 74 Business near Pineleigh Avenue (SR 1670). The alignment travels northeast to cross over both Wiregrass Road and County Home Road near the location of their intersection and just west of Richmond Primary School. After crossing County Home Road, the alignment remains on new location before turning north and intersecting US 1 north of Fox Road. Total costs of constructing the corridor are estimated at $260.4 million. Right-of-way acquisition is scheduled to begin in 2012 and construction in 2014. POSITIVE IMPACTS: The new roadway would provide a safer, more efficient facility for local and through traffic. Overall travel times and traffic congestion in downtown Rockingham would be reduced by diverting through traffic and truck traffic from local streets. NEGATIVE IMPACTS: Required right-of-way totals 961.8 acres and would displace 483.5 acres of forested land, 310 acres of developed land, 76 acres of agricultural land, 97 residences, and eight businesses. The roadway would cross 16 streams, impacting 3,717 linear feet of stream, 2.6 acres of open water, 40.5 acres of wetlands, and 9.8 acres of floodplain. Widening improvements would impact 2.4 acres of property within the Pee Dee River Game Land. An archaeologically significant cemetery located on the Cameron Plantation property could be impacted. Noise would impact 165 residences, one business, and one campground. 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 abstracts of the draft and draft supplemental EISs, see 99-0388D, Volume 23, Number 4 and 01-0446D, Volume 25, Number 4, respectively. JF - EPA number: 120054, 575 pages and maps, March 9, 2012 PY - 2012 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - North Carolina 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/1013491811?accountid=14244 L2 - http://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=2012-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+1+FROM+SANDHILL+ROAD+%28SR+1971%29+TO+MARSTON+ROAD+%28SR+1001%29%2C+CITY+OF+ROCKINGHAM%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA.&rft.title=US+1+FROM+SANDHILL+ROAD+%28SR+1971%29+TO+MARSTON+ROAD+%28SR+1001%29%2C+CITY+OF+ROCKINGHAM%2C+RICHMOND+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 9, 2012 N1 - Last updated - 2012-05-15 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 32 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027033783; 15247-9_0032 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 32 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 31 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032843; 15247-9_0031 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 31 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 30 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032820; 15247-9_0030 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 30 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032820?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 29 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032806; 15247-9_0029 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 29 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 28 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032792; 15247-9_0028 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 28 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032792?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 27 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032781; 15247-9_0027 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 27 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 26 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032774; 15247-9_0026 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 26 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 25 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032761; 15247-9_0025 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 25 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 24 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032746; 15247-9_0024 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 24 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032746?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032736; 15247-9_0023 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 23 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032736?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032728; 15247-9_0022 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 22 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032718; 15247-9_0021 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 21 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 33 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032712; 15247-9_0033 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 33 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032710; 15247-9_0020 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 20 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032710?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032698; 15247-9_0019 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 19 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032687; 15247-9_0018 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 18 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032681; 15247-9_0017 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 17 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032670; 15247-9_0016 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 16 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032670?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032661; 15247-9_0015 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 15 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032649; 15247-9_0014 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 14 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032649?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032637; 15247-9_0013 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 13 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032627; 15247-9_0012 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 12 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032618; 15247-9_0011 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 11 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032610; 15247-9_0010 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 10 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032610?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032600; 15247-9_0009 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 9 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032592; 15247-9_0008 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 8 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032585; 15247-9_0001 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032585?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032534; 15247-9_0006 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032533; 15247-9_0005 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032532; 15247-9_0004 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032531; 15247-9_0003 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032530; 15247-9_0002 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 33] T2 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1027032477; 15247-9_0007 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 VL - 7 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 13 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046708; 15245-7_0013 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 13 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046708?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 12 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046705; 15245-7_0012 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 12 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 11 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046703; 15245-7_0011 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 11 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 10 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046701; 15245-7_0010 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 10 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 9 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046698; 15245-7_0009 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 9 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 26 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046484; 15245-7_0026 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 26 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 25 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046480; 15245-7_0025 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 25 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046480?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 24 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046477; 15245-7_0024 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 24 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 23 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046473; 15245-7_0023 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 23 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046473?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 22 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046471; 15245-7_0022 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 22 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 21 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046467; 15245-7_0021 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 21 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046467?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 20 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046464; 15245-7_0020 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 20 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046464?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 19 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046460; 15245-7_0019 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 19 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 29 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046445; 15245-7_0029 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 29 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 28 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046441; 15245-7_0028 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 28 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046441?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 8 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046440; 15245-7_0008 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 8 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046440?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 27 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046436; 15245-7_0027 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 27 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046436?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 7 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046434; 15245-7_0007 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 7 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 18 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046408; 15245-7_0018 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 18 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046408?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 17 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046399; 15245-7_0017 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 17 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 6 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046076; 15245-7_0006 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 6 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 5 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046075; 15245-7_0005 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 5 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046075?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 4 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046073; 15245-7_0004 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 4 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 3 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046071; 15245-7_0003 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 3 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 2 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046070; 15245-7_0002 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 2 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 1 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046068; 15245-7_0001 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 1 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 16 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046056; 15245-7_0016 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 16 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 15 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046054; 15245-7_0015 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 15 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. [Part 14 of 29] T2 - SPOKANE TRIBE OF INDIANS WEST PLAINS CASINO AND MIXED-USE DEVELOPMENT PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 1020046053; 15245-7_0014 AB - PURPOSE: The construction and operation of the West Plains Casino and Mixed-Use Development by the Spokane Tribe of Indians (Tribe) on a 145-acre property adjacent to the City of Airway Heights, Spokane County, Washington are proposed. The property is currently held in federal trust on behalf of the Tribe and the proposed casino would require a two-part determination that gaming on the property would be in the best interest of the Tribe and not detrimental to the surrounding community. The Tribe has a total enrollment of 2,697 members, of which, 962 members live on the Tribes reservation in Stevens County. The unemployment rate on the Spokane Reservation rose in 2009 to 47 percent, up from 34 percent in 2008. In addition, 45.3 percent of the employed have such low earnings that they fall beneath the federal poverty level. Four alternatives, including a No Action Alternative (Alternative 4), are evaluated in this draft EIS. Alternative 1 is the proposed action and would involve a phased development with 98,442 square feet of gaming area and 2,500 electronic gambling machines. In addition, the plan calls for a 300-room hotel, dining facilities, bars, and a four-story concrete parking structure with 1,500 parking spaces. A total of 4,753 surface parking spaces would also be provided. A retail big-box store with 107,490 square feet of floor space would be built, as well as a tribal cultural center and tribal police and fire station. Alternative 2 calls for a smaller gambling operation with 2,500 electronic gambling machines, no hotel and no parking garage. A total of 4,624 surface parking spaces would be provided. Under Alternative 3, the overall building program would be similar in size to that of Alternative 1, but a casino would not be developed. The mixed-use development complex would consist of a 300-room hotel, parking facilities, retail space, a tribal cultural center, tribal police and fire station, and a two-story commercial building. Construction costs for the proposed action are estimated at $404 million. POSITIVE IMPACTS: The proposed action would promote opportunities for economic development and self-sufficiency of the Tribe and its members. It is estimated that the project would generate $4.7 million in state, county and local property taxes each year. NEGATIVE IMPACTS: Construction could result in loss of topsoil and a degradation of air quality through wind erosion. The increase in traffic generated by buildout of Alternative 1 would contribute to unacceptable traffic operations at six intersections in the study area and transportation improvements would be required. Airway Heights would experience increased costs associated with demand for additional law enforcement, fire protection and emergency medical services. However, payments by the Tribe would compensate the city for costs. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.). JF - EPA number: 120047, Draft EIS--375 pages, Appendices--1,563 pages, March 2, 2012 PY - 2012 VL - 14 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Employment KW - Hotels KW - Municipal Services KW - Noise Assessments KW - Parking KW - Resorts KW - Rivers KW - Traffic Analyses KW - Transportation KW - Washington KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046053?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SPOKANE+TRIBE+OF+INDIANS+WEST+PLAINS+CASINO+AND+MIXED-USE+DEVELOPMENT+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Draft. Preparation date: March 2, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - DEPARTMENT OF HOMELAND SECURITY HEADQUARTERS CONSOLIDATION AT ST. ELIZABETHS MASTER PLAN AMENDMENT - EAST CAMPUS NORTH PARCEL, WASHINGTON, DISTRICT OF COLUMBIA. AN - 1011532537; 15247 AB - PURPOSE: The consolidation of the Department of Homeland Security (DHS) Headquarters at St. Elizabeths in Southeast Washington, District of Columbia, through the development of up to one million gross square feet (gsf) of office space and parking on the North Parcel of the East Campus is proposed. DHS previously identified the need to provide 4.5 million gsf of secure office space, plus parking, for its consolidated headquarters at St. Elizabeths Hospital, a National Historic Landmark. The Record of Decision for the St. Elizabeths Campus Master Plan, which was completed in December 2008, selected the alternative that would consolidate 3.8 million gsf of space on the West Campus and assessed the impacts of developing 750,000 gsf of office space on the East Campus at a programmatic level. This Master Plan Amendment final EIS evaluates a No Action Alternative and three action alternatives for development of the St. Elizabeths East Campus North Parcel site, as well as transportation improvements required for DHS consolidation. Under the preferred alternative, the headquarters of the Federal Emergency Management Agency (FEMA), a DHS component agency, would be located on the North Parcel to house 3,089 FEMA headquarters staff by 2018. The FEMA facility would be organized into three separate office structures interconnected by glass bridges and organized around two central open courtyards. The height of the buildings would be up to four stories on the western side of the North Parcel near Martin Luther King Jr. (MLK) Avenue and up to nine stories on the lower eastern side of the parcel. Development of the North Parcel would also include: a parking garage for 775 vehicles; sidewalks and surface parking; a tunnel under MLK Avenue linking the East and West campuses; a secure perimeter fence; VIP access and parking; shipping/receiving dock; shuttle bus hub; electric power, communications, and other utility corridors; realignment of site drainages and landscaping; and transportation improvements to support East Campus North Parcel development. Existing structures would be retained, relocated, or demolished. The Dix Pavilion would be demolished to prepare the site for the FEMA facility. The existing Veterans Shelter would be demolished and its operations would be relocated. Two alternatives for improving the Interstate 295/Malcolm X Avenue interchange and two alternatives for widening MLK Avenue are also evaluated. Under the preferred Transportation Alternative 1, MLK Avenue would be widened to allow for a 79-foot right-of-way for the roadway along the St. Elizabeths Campus. Improvements would include two lanes in each direction, an additional turn lane, median, and sidewalks along MLK Avenue to service the campus gates. POSITIVE IMPACTS: The DHS Headquarters consolidation would help ensure the economic and operational efficiency and effectiveness of operations aimed at dealing with catastrophes and terrorist operations. The local economy would benefit from an increased demand in labor, employment, and retail opportunities. NEGATIVE IMPACTS: Clearing, grading, and removal of vegetation would cause erosion, introduce pollutants into surface water, and create long-term impacts on landscapes and historic buildings. New construction at both the campus and the interchange site could disturb wetlands and alter groundwater hydrology. Transportation would be adversely impacted over the long-term. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0532D, Volume 34, Number 2. For the abstract of the final EIS on the St. Elizabeths Campus Master Plan, see 10-0517F, Volume 34, Number 2. JF - EPA number: 120049, Final EIS (Volume I)--660 pages and maps, Appendices A-I (Volume II)--436 pages, Transportation Technical Report (Volume IIB)--356 pages, Comments (Volume III)--334 pages, March 2, 2012 PY - 2012 KW - Land Use KW - Air Quality Assessments KW - Buildings KW - Cultural Resources Assessments KW - Demolition KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Hospitals KW - Municipal Services KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Site Planning KW - Traffic Analyses KW - Transportation KW - Urban Development KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - District of Columbia KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1011532537?accountid=14244 L2 - http://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=2012-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=DEPARTMENT+OF+HOMELAND+SECURITY+HEADQUARTERS+CONSOLIDATION+AT+ST.+ELIZABETHS+MASTER+PLAN+AMENDMENT+-+EAST+CAMPUS+NORTH+PARCEL%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Washington, District of Columbia; GSA N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: March 2, 2012 N1 - Last updated - 2012-05-09 ER - TY - JOUR T1 - An Ant Colony Optimisation algorithm for solving the asymmetric traffic assignment problem AN - 963864922; 16049665 AB - In this paper we propose an Ant Colony Optimisation (ACO) algorithm for defining the signal settings on urban networks following a local approach. This consists in optimising the signal settings of each intersection of an urban network as a function only of traffic flows at the accesses to the same intersection, taking account of the effects of signal settings on costs and on user route choices. This problem, also known as Local Optimisation of Signal Settings (LOSS), has been widely studied in the literature and can be formulated as an asymmetric assignment problem. The proposed ACO algorithm is based on two kinds of behaviour of artificial ants which allow the LOSS problem to be solved: traditional behaviour based on the response to pheromones for simulating user route choice, and innovative behaviour based on the pressure of an ant stream for solving the signal setting definition problem. Our results on real-scale networks show that the proposed approach allows the solution to be obtained in less time but with the same accuracy as in traditional MSA (Method of Successive Averages) approaches. JF - European Journal of Operational Research AU - D'Acierno, Luca AU - Gallo, Mariano AU - Montella, Bruno AD - Department of Transportation Engineering, 'Federico II' University of Naples, via Claudio 21, 80125 Naples, Italy, dacierno@unina.it Y1 - 2012/03/01/ PY - 2012 DA - 2012 Mar 01 SP - 459 EP - 469 PB - Elsevier B.V., Radarweg 29 Amsterdam 1043 NX Netherlands VL - 217 IS - 2 SN - 0377-2217, 0377-2217 KW - Aqualine Abstracts; Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Traffic KW - Ant Colony Optimisation KW - Signal settings design KW - Stochastic traffic assignment KW - Costs KW - Mathematical models KW - Pheromones KW - Stream KW - Networks KW - Algorithms KW - Streams KW - Q2 09243:Structure, mechanics and thermodynamics KW - SW 2060:Effects on water of human nonwater activities KW - AQ 00006:Sewage UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/963864922?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%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=European+Journal+of+Operational+Research&rft.atitle=An+Ant+Colony+Optimisation+algorithm+for+solving+the+asymmetric+traffic+assignment+problem&rft.au=D%27Acierno%2C+Luca%3BGallo%2C+Mariano%3BMontella%2C+Bruno&rft.aulast=D%27Acierno&rft.aufirst=Luca&rft.date=2012-03-01&rft.volume=217&rft.issue=2&rft.spage=459&rft.isbn=&rft.btitle=&rft.title=European+Journal+of+Operational+Research&rft.issn=03772217&rft_id=info:doi/10.1016%2Fj.ejor.2011.09.035 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2015-08-01 N1 - Last updated - 2016-02-04 N1 - SubjectsTermNotLitGenreText - Mathematical models; Pheromones; Stream; Costs; Algorithms; Networks; Streams DO - http://dx.doi.org/10.1016/j.ejor.2011.09.035 ER - TY - JOUR T1 - Biomechanical Impact Response of the Human Chin and Manubrium AN - 954637650; 16400057 AB - Chin-to-chest impact commonly occurs in frontal crash simulations with restrained anthropomorphic test devices (ATDs) in non-airbag situations. This study investigated the biofidelity of this contact by evaluating the impact response of both the chin and manubrium of adult post-mortem human subjects (PMHSs). The adult PMHS data were scaled to a 10-year-old (YO) human size and then compared with the Hybrid III 10YO child (HIII-10C) ATD response with the same test configurations. For both the chin and manubrium, the responses of the scaled PMHS had different characteristics than the HIII-10C ATD responses. Elevated energy impact tests to the PMHS mandible provided a mean injury tolerance value for chin impact force. Chin contact forces in the HIII-10C ATD were calculated in previously conducted HYGE sled crash simulation tests, and these contact forces were strongly correlated with the Head Injury Criterion (HIC sub(36 ms)). The mean injurious force from the PMHS tests corresponded to a HIC sub(36 ms) value that would predict an elevated injury risk if it is assumed that fractures of the chin and skull are similarly correlated with HIC sub(36 ms). Given the rarity of same occupant-induced chin injury in booster-seated occupants in real crash data and the disparity in chin and manubrium stiffnesses between scaled PMHS and HIII-10C ATD, the data from this study can be made use of to improve biofidelity of chin-to-manubrium contact in ATDs. JF - Annals of Biomedical Engineering AU - Stammen, Jason A AU - Bolte, John H AU - Shaw, Joshua AD - National Highway Traffic Safety Administration, East Liberty, OH, USA, jason.stammen@dot.gov Y1 - 2012/03// PY - 2012 DA - Mar 2012 SP - 666 EP - 678 PB - Springer Science+Business Media, Van Godewijckstraat 30 Dordrecht 3311 GX Netherlands VL - 40 IS - 3 SN - 0090-6964, 0090-6964 KW - Biotechnology and Bioengineering Abstracts KW - Mandible KW - Data processing KW - Injuries KW - Skull KW - Head KW - Energy KW - Hybrids KW - Jaw KW - Fractures KW - W 30965:Miscellaneous, Reviews UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/954637650?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%3Abiotechresearch&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Annals+of+Biomedical+Engineering&rft.atitle=Biomechanical+Impact+Response+of+the+Human+Chin+and+Manubrium&rft.au=Stammen%2C+Jason+A%3BBolte%2C+John+H%3BShaw%2C+Joshua&rft.aulast=Stammen&rft.aufirst=Jason&rft.date=2012-03-01&rft.volume=40&rft.issue=3&rft.spage=666&rft.isbn=&rft.btitle=&rft.title=Annals+of+Biomedical+Engineering&rft.issn=00906964&rft_id=info:doi/10.1007%2Fs10439-011-0419-x LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-03-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Mandible; Data processing; Head; Skull; Injuries; Hybrids; Energy; Jaw; Fractures DO - http://dx.doi.org/10.1007/s10439-011-0419-x ER - TY - JOUR T1 - Toxicological findings in 889 fatally injured obese pilots involved in aviation accidents. AN - 923573296; 22150571 AB - Prevalence of drugs in fatally injured obese pilots involved in aviation accidents has not been evaluated. Therefore, toxicological findings in such pilots (body mass index ≥30 kg/m(2) ) were examined in a data set derived from the Civil Aerospace Medical Institute's (CAMI's) Scientific Information System for 1990-2005. Aeromedical histories of these aviators were retrieved from the CAMI medical certification and toxicology databases, and the cause/factors in the related accidents from the National Transportation Safety Board's database. In 311 of the 889 pilots, carbon monoxide, cyanide, ethanol, and drugs were found, and glucose and hemoglobin A(1c) were elevated. Of the 889 pilots, 107 had an obesity-related medical history. The health and/or medical condition(s) of, and/or the use of ethanol and/or drugs by, pilots were the cause/factors in 55 (18%) of the 311 accidents. Drugs found were primarily for treating obesity-related medical conditions such as depression, hypertension, and coronary heart disease. 2011 American Academy of Forensic Sciences. Published 2011. This article is a U.S. Government work and is in the public domain in the U.S.A. JF - Journal of forensic sciences AU - Chaturvedi, Arvind K AU - Botch, Sabra R AU - Ricaurte, Eduard M AD - Aerospace Medical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, US Department of Transportation, Oklahoma City, OK 73125-5066, USA. arvind.chaturvedi@faa.gov Y1 - 2012/03// PY - 2012 DA - March 2012 SP - 420 EP - 426 VL - 57 IS - 2 KW - Central Nervous System Depressants KW - 0 KW - Hemoglobin A, Glycosylated KW - Ions KW - Narcotics KW - Pharmaceutical Preparations KW - hemoglobin A1c protein, human KW - Hydrogen Cyanide KW - 2WTB3V159F KW - Ethanol KW - 3K9958V90M KW - Carbon Monoxide KW - 7U1EE4V452 KW - Carboxyhemoglobin KW - 9061-29-4 KW - Glucose KW - IY9XDZ35W2 KW - Index Medicus KW - Carbon Monoxide -- blood KW - Hydrogen Cyanide -- blood KW - Vitreous Body -- chemistry KW - Carboxyhemoglobin -- analysis KW - Humans KW - Body Mass Index KW - Ethanol -- blood KW - Ions -- blood KW - Cardiovascular Diseases -- epidemiology KW - Central Nervous System Depressants -- blood KW - Databases, Factual KW - Forensic Toxicology KW - Male KW - Female KW - Accidents, Aviation KW - Hemoglobin A, Glycosylated -- analysis KW - Pharmaceutical Preparations -- blood KW - Narcotics -- blood KW - Obesity -- epidemiology KW - Glucose -- analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/923573296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+forensic+sciences&rft.atitle=Toxicological+findings+in+889+fatally+injured+obese+pilots+involved+in+aviation+accidents.&rft.au=Chaturvedi%2C+Arvind+K%3BBotch%2C+Sabra+R%3BRicaurte%2C+Eduard+M&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2012-03-01&rft.volume=57&rft.issue=2&rft.spage=420&rft.isbn=&rft.btitle=&rft.title=Journal+of+forensic+sciences&rft.issn=1556-4029&rft_id=info:doi/10.1111%2Fj.1556-4029.2011.01991.x LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2012-06-19 N1 - Date created - 2012-02-23 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1111/j.1556-4029.2011.01991.x ER - TY - JOUR T1 - QUALITY OF VISION DURING DARKNESS AN - 1348489926; 17906622 AB - INTRODUCTION: Night vision challenges haunt the aviator as well as drivers and others who must navigate after sunset, and pose safety risks. We lose contrast discrimination at twilight. The atmosphere greys and we experience color spectral shifts. With dark our pupils dilate, causing a refractive shift towards myopia. Our acuity and visual fields change as we change from photopic to mesopic and scotopic vision, and the rods become more primary than the cones. Optical and physiological changes interplay in the eye, and the brain puts the picture together as best it can. Even at peak performance, at night we are still limited by a central blind spot, and the physiological time required to dark adapt. Bad weather stresses our adaptations, so do unexpected glare sources from lasers and other bright lights. Refractive devices and interfaces can impact night vision. A pathological eye, with cataract or rod disease, or massive retinal wipeout, is vulnerable at night, and will not function as well. Hypoxia degrades function, as does brain disease. Aviators can experience visual illusions including false perception. DISCUSSION: Myopic shift, loss of depth perception, central blind spot, contrast and color vision changes occur at night. Our rods require time to adapt. A better understanding of potential problems and available adaptations can help the aviator and other types of navigators to maximize their safety at night. JF - Aviation, Space, and Environmental Medicine AU - Lester, H AU - Lester, B AD - Federal Aviation Administration, Jamaica, NY Y1 - 2012/03// PY - 2012 DA - Mar 2012 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Weather KW - Adaptability KW - Eye KW - Cataracts KW - Vision KW - Perception KW - Physiology KW - Brain KW - Lasers KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348489926?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=QUALITY+OF+VISION+DURING+DARKNESS&rft.au=Lester%2C+H%3BLester%2C+B&rft.aulast=Lester&rft.aufirst=H&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=333a&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Weather; Adaptability; Cataracts; Eye; Perception; Vision; Physiology; Brain; Lasers ER - TY - JOUR T1 - IHH (PSEUDOTUMOR CEREBRI) FOLLOWING HYPOBARIC TRAINING-OPHTHALMIC ISSUES AN - 1348489518; 17906657 AB - INTRODUCTION: Idiopathic intracranial hypertension (IIH), or pseudotumor cerebri, is a diagnostic and therapeutic dilemma lacking clear etiology. The ophthalmic manifestations of disc edema can lead to severe loss of visual field. No definite link exists between IIH and aviation, however this case report explores a new possible association with hypobaric training. In this and a subsequent slide, we will explore this from both an ophthalmic and neurologic perspective. The third class airman is a 32 year old woman who works as an aerial photographer at altitudes ranging from 10 to 15,000 feet. 4 months prior to diagnosis, she trained in an altitude chamber, followed immediately by a severe sinusitis that resolved over weeks. Over the next months she developed hypersensitivity to light and sound, neck stiffness, intractable headaches, and then felt like she was going to seize while watching television. She went to the ER, and was sent home, then she went to her optometrist, who diagnosed bilateral papilledema that appeared old. She also had markedly elevated intraocular pressures, visual field compromise and decreased visual acuity. She went back to the ER, where MRI and MRV were unremarkable, but lumbar puncture opening pressure was 470 mmHg. The workup also showed an iron deficiency anemia. After treatment of the anemia, as well as treatment with acetazolamide and systemic steroids, the symptoms resolved. The airman would like to fly. She has persistent minimal disc swelling without pallor on 500 mg acetazolamide twice daily. Her visual field has minimal blind spot enlargement, and she misses one color plate, but otherwise she has normal visual function. She has not had a repeat lumbar puncture, nor shunting, nor optic nerve sheath decompression. DISCUSSION: The onset of symptoms following hypobaric training is unique, however the time lag until diagnosis and the presence of iron deficiency anemia and high BMI are confounding. In the context of recent reports of optic nerve edema related to space flight, it is timely to explore this different aerospace association of disc edema/pseudotumor cerebri with hypobaric exposure. JF - Aviation, Space, and Environmental Medicine AU - Lester, H AU - Jackson, M W AD - Federal Aviation Administration, Jamaica, NY Y1 - 2012/03// PY - 2012 DA - Mar 2012 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Optics KW - Altitude KW - Training KW - Television KW - Anemia KW - Edema KW - Iron KW - Steroids KW - Hypertension KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348489518?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=IHH+%28PSEUDOTUMOR+CEREBRI%29+FOLLOWING+HYPOBARIC+TRAINING-OPHTHALMIC+ISSUES&rft.au=Lester%2C+H%3BJackson%2C+M+W&rft.aulast=Lester&rft.aufirst=H&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=342c&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Optics; Altitude; Training; Television; Anemia; Edema; Steroids; Iron; Hypertension ER - TY - JOUR T1 - IIH & HYPOBARIC TRAINING: NEUROLOGIC ISSUES AN - 1348488758; 17906699 AB - INTRODUCTION: Idiopathic intracranial hypertension (IIH) has been a diagnostic dilemma since its initial description. As diagnostic and treatment options have improved, the disease definition became clear, despite the pathophysiology remaining elusive. There is no evidence of a clear link between IIH and aviation in the current literature. This case report explores a new potential etiology. METHODS: The third class airman is a 32-year-old woman is an aerial photographer who underwent hypopbaric training that included a rapid decompression and recompression cycle. Post training, she experienced progressive symptoms suggestive of sinusitis. Additional symptoms developed over the subsequent months, such as hypersensitivity to light and sound, neck stiffness and intractable headaches. Initial evaluations revealed bilateral papilledema, concomitant elevated optic pressures, visual field compromise and decreased visual acuity. RESULTS: Follow-up MRI and MRV were unremarkable, and lumbar puncture demonstrated an opening pressure of 470 mmHg. There was no evidence of vitamin A deficiency but a mild anemia was treated with iron replacement therapy. The airman has been successfully treated with acetazolamide and systemic steroids. DISCUSSION: The onset of symptoms following hypopbaric training is unique. The airman's course is consistent with the disease definition. Moreover the airman is within the peak age range and has a BMI of 36.9 kg/meter2, which is greater than 20% of her ideal body weight. There was no evidence of venous outflow obstruction or impaired CSF flow dynamics. Magnetic resonance imaging shows no evidence of parenchymal or optic nerve edema, though histology is not available to confirm this finding. Well known changes in systemic blood pressure, venous oxygen saturation, and regional cerebral blood flow compromise may potentially serve to initiate or accelerate the progression of symptoms. If medical management is no longer successful, CSF diversion via lumboperitoneal shunting is an option as is optic nerve fenestration to treat optic nerve edema. Medical and surgical management stratagems have proven successful despite a complete understanding of how these maneuvers affect positive change in the patient. JF - Aviation, Space, and Environmental Medicine AU - Jackson, M W AU - Lester, H AD - Aerospace Medicine, Federal Aviation Administration, Chicago, IL Y1 - 2012/03// PY - 2012 DA - Mar 2012 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Optics KW - Hypersensitivity KW - Training KW - Vitamins KW - Body mass KW - Anemia KW - Outflow KW - Edema KW - Iron KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348488758?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=IIH+%26amp%3B+HYPOBARIC+TRAINING%3A+NEUROLOGIC+ISSUES&rft.au=Jackson%2C+M+W%3BLester%2C+H&rft.aulast=Jackson&rft.aufirst=M&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=354a&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Optics; Hypersensitivity; Training; Body mass; Vitamins; Outflow; Anemia; Edema; Iron ER - TY - JOUR T1 - USABILITY OF LIGHT-EMITTING DIODE (LED) PRECISION APPROACH PATH INDICATOR (PAPI) SIMULATOR BY COLOR-DEFICIENT AND COLOR-NORMAL OBSERVERS AN - 1348488458; 17906571 AB - INTRODUCTION: The FAA is planning to convert from incandescent lights to light-emitting diodes (LEDs) in precision approach path indicator (PAPI) systems to save energy. Preliminary work on the usability of LEDs by color vision-waivered pilots (Bullough, et al., in press) indicated that red weak (protan) individuals made a few errors identifying red. Hence, this follow-up study explored whether clustering LEDs of different chromaticities of the same hue would aid users with color vision deficiencies (CVD). METHODS: Participants, aged 18-30 years, included 45 with normal color vision (NCV). Additionally, 48 were diagnosed using the Colour Assessment and Diagnosis (CAD) test as 27 deutans (including 5 subjects with potential deutan deficiencies), 11 protans, 2 tritans, and 8 subjects evidencing both red-green and yellow-blue deficiencies. Participants completed the Dvorine pseudoisochromatic plate test, the Signal Light Gun Test (which is the secondary test for issuing color vision waivers), the Cone Contrast Test, and a simulation of the PAPI system. Participants were asked to name the colors of a 4-light, color-coded PAPI simulation using typical red (R) and white (W) light configurations resulting in 5 possible patterns (WWWW, WWWR, WWRR, WRRR, and RRRR) composed of either incandescent lights, or 3 monochromatic or 3 heterochromatic 5mm cylindrical LEDs. RESULTS: No significant differences were found between the incandescent, monochromatic, and heterochromatic conditions. Between-group differences were found for the group evidencing both red-green and yellow-blue deficiencies, as they performed significantly worse than all other color vision groups. Performance was very good among all other groups. DISCUSSION: It is important to note that the protan group performed perfectly on all light sources, even on the 16 trials without comparative color luminance cues. This finding suggests that performance of color vision-waivered pilots, on red and white LED PAPI systems, will be comparable to their performance on the current incandescent system. JF - Aviation, Space, and Environmental Medicine AU - Milburn, N AU - Gildea, K M AD - CAMI, Federal Aviation Administration, Oklahoma City, OK Y1 - 2012/03// PY - 2012 DA - Mar 2012 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Light sources KW - Vision KW - Pilots KW - Simulation KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348488458?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=USABILITY+OF+LIGHT-EMITTING+DIODE+%28LED%29+PRECISION+APPROACH+PATH+INDICATOR+%28PAPI%29+SIMULATOR+BY+COLOR-DEFICIENT+AND+COLOR-NORMAL+OBSERVERS&rft.au=Milburn%2C+N%3BGildea%2C+K+M&rft.aulast=Milburn&rft.aufirst=N&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=318a&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Light sources; Vision; Pilots; Simulation ER - TY - JOUR T1 - FAA EXPERIENCE WITH HEART TRANSPLANTS IN PILOTS AN - 1348487261; 17906356 AB - INTRODUCTION: A history of heart transplantation remains specifically disqualifying for FAA airman medical certification. In 2005, McGiffin analyzed data from 6510 transplant patients with up to 12 years follow-up (J Heart Lung Transplant 2005; 24:259-69), showing that a subset of heart transplant patients had a low risk for incapacitation similar to the general population. Possible criteria for selection of low risk patients was suggested by the study, and in 9/2006 new criteria were adopted to begin considering pilots with heart transplants for special issuance of third-class (general aviation) medical certificates. The objective of this current study was to review the FAA medical certification experience with heart transplantation from 2006 through the present. METHODS: The Medical Appeals Branch database of cases reviewed by the Federal Air Surgeon was queried to identify all cases involving heart transplantation from 2006 on and extract pertinent de-identified information. RESULTS: As of 10/2011, 8 male airmen had applied for certification under the policy, with averaging 63.4 years (53-74), 36.4 months (13-61) since transplant, 1050 hours median flight time (0-25,000 hrs). Two airmen were denied certification (unrelated non-cardiac conditions). 6 airmen have been certificated and followed for a total of 11.6 person-years. There has been no known adverse medical change or in-flight incapacitating event reported for the group. 1 airman voluntarily withdrew with no reported adverse events, with 2 airmen dropped out without explanation. DISCUSSION: Study limitations include small sample size, relatively short follow-up and unexplained losses to follow-up. The available evidence suggests that current strict selection criteria have thus far allowed safe certification with low risk for adverse medical events. The current data is not sufficient to support expanded consideration for first- or second-class medical certification. The policy should continue under review based on additional case follow-up and advances in heart transplant practice and outcomes. JF - Aviation, Space, and Environmental Medicine AU - Devoll, J R AD - Office of Aerospace Medicine, Federal Aviation Administration, Washington, DC Y1 - 2012/03// PY - 2012 DA - Mar 2012 SP - 247 EP - 248 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Health & Safety Science Abstracts KW - Historical account KW - Transplantation KW - Lung KW - Reviews KW - Pilots KW - Certification KW - Side effects KW - Medical personnel KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348487261?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=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=FAA+EXPERIENCE+WITH+HEART+TRANSPLANTS+IN+PILOTS&rft.au=Devoll%2C+J+R&rft.aulast=Devoll&rft.aufirst=J&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=247&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Historical account; Transplantation; Lung; Reviews; Pilots; Certification; Medical personnel; Side effects ER - TY - JOUR T1 - COMPARISON OF POSTMORTEM TOXICOLOGICAL FINDINGS BETWEEN THE FEDERAL AVIATION ADMINISTRATION (FAA) MEDICALLY CERTIFIED THIRD-CLASS AND SELF-CERTIFIED PILOTS, CY 2010. PART 2 OF 2 AN - 1348487234; 17906353 AB - INTRODUCTION: Postmortem toxicology is an important aspect of aircraft accident investigation. While there are several published studies by the FAA Civil Aerospace Medical Institute's Bioaeronautical Sciences Research Laboratory reporting various toxicology results for general aviation pilots involved in aircraft accidents, this study identifies and compares hazards to aviation safety of self-certified pilots and third-class medically certified pilots involved in fatal aircraft accidents in CY 2010, based on toxicology findings. METHODS: Fatally injured U.S. pilot data, including hazards identified on FAA medical certification records and toxicology results, were obtained from the Medical Accident Review Hazard Analysis Program (MARHAP) database for CY 2010. Data analysis was conducted using SPSS Statistical Package V.18. RESULTS: There were 302 fatally injured pilots entered into the MARHAP database. After excluding overseas accidents, missing data, pending toxicological reports, and first and second FAA medical class, a total of 137 cases were analyzed: Seventeen self-certified (12%) and one hundred and twenty third class pilots (88%). Nine out of seventeen self-certified pilots (53%) were reported positive for any drug or substance compared to fifty five out of 120 third-class pilots (46%). Aviation hazards related to toxicological findings between the self-certified and third class pilots was 18% (3 cases) and 9% (11 cases) respectively. The most common class of medications reported on both groups of pilots were: Psychotropic/neurological (18%); Cardiovascular (15%); Non-steroidal anti-inflammatory drugs (NSAIDs)/analgesic (14%); and Antihistaminic (13%). When comparing cardiovascular medications found in the group of self-certified versus third-class pilots a significant difference in percentage was found: 35% and 12% respectively. DISCUSSION: Treated cardiovascular conditions were found to be more prevalent in the group of self-certified pilots as compared to the third class group. More research needs to be conducted to determine the significance of this finding in terms of the value of medical certification process. JF - Aviation, Space, and Environmental Medicine AU - Castro, L N AU - Casas, G AU - Ricaurte, E M AU - Dejohn, C A AU - Lewis, R J AU - Webster, N AU - Selensky, M AU - Sanchez, M AD - CAMI, Federal Aviation Administration, Oklahoma City, OK Y1 - 2012/03// PY - 2012 DA - Mar 2012 SP - 246 EP - 247 PB - Aerospace Medical Association, 320 S. Henry St. Alexandria VA 22314-3579 United States VL - 83 IS - 3 SN - 0095-6562, 0095-6562 KW - Toxicology Abstracts; Health & Safety Science Abstracts KW - Data processing KW - Statistics KW - Pilots KW - Databases KW - Computer programs KW - USA KW - Accidents KW - Aircraft KW - Reviews KW - Certification KW - Analgesics KW - Drugs KW - Antiinflammatory agents KW - Toxicology KW - Nonsteroidal antiinflammatory drugs KW - X 24310:Pharmaceuticals KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1348487234?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%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.atitle=COMPARISON+OF+POSTMORTEM+TOXICOLOGICAL+FINDINGS+BETWEEN+THE+FEDERAL+AVIATION+ADMINISTRATION+%28FAA%29+MEDICALLY+CERTIFIED+THIRD-CLASS+AND+SELF-CERTIFIED+PILOTS%2C+CY+2010.+PART+2+OF+2&rft.au=Castro%2C+L+N%3BCasas%2C+G%3BRicaurte%2C+E+M%3BDejohn%2C+C+A%3BLewis%2C+R+J%3BWebster%2C+N%3BSelensky%2C+M%3BSanchez%2C+M&rft.aulast=Castro&rft.aufirst=L&rft.date=2012-03-01&rft.volume=83&rft.issue=3&rft.spage=246&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+Space%2C+and+Environmental+Medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Computer programs; Databases; Accidents; Statistics; Data processing; Aircraft; Analgesics; Nonsteroidal antiinflammatory drugs; Reviews; Pilots; Certification; Antiinflammatory agents; Drugs; Toxicology; USA ER - TY - JOUR T1 - Study on Flexible Power Generation Device Using Piezoelectric Film AN - 1038291500; 16862347 AB - Various ocean energy technologies have been developed that harness several kinds of renewable energy resources of the ocean. However, these technologies suffer from problems such as high construction and maintenance costs, restrictive installation requirements and damage by extraordinary weather conditions. In this paper, we propose a lightweight and FPGD (flexible power generation device) that overcomes these problems. The FPGD essentially consists of piezoelectric films and silicon rubber. Because the FPGD is small and flexible, it is anticipated to efficiently convert fluid energy into electrical energy even when the fluid energy is low. We perform several experiments to confirm the effectiveness of the FPGD and we discuss the results. JF - Journal of Energy and Power Engineering AU - Tanaka, Y AU - Matsumura, K AU - Mutsuda, H AD - Department of Transportation and Environmental Engineering, Hiroshima University, Hiroshima 739-8527, Japan, yoshi@naoe.hiroshima-u.ac.jp Y1 - 2012/03// PY - 2012 DA - Mar 2012 SP - 353 EP - 360 PB - David Publishing Company, 1840 Industrial Drive Suite 160 Libertyville Illinois 60048 United States VL - 6 IS - 3 SN - 1934-8975, 1934-8975 KW - Sustainability Science Abstracts KW - Weather KW - Silicon KW - Electric power generation KW - Oceans KW - Renewable energy KW - Maintenance KW - Technology KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1038291500?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=Journal+of+Energy+and+Power+Engineering&rft.atitle=Study+on+Flexible+Power+Generation+Device+Using+Piezoelectric+Film&rft.au=Tanaka%2C+Y%3BMatsumura%2C+K%3BMutsuda%2C+H&rft.aulast=Tanaka&rft.aufirst=Y&rft.date=2012-03-01&rft.volume=6&rft.issue=3&rft.spage=353&rft.isbn=&rft.btitle=&rft.title=Journal+of+Energy+and+Power+Engineering&rft.issn=19348975&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-09-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Weather; Silicon; Renewable energy; Oceans; Electric power generation; Maintenance; Technology ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 3 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027033459; 15235-7_0003 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 2 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027033449; 15235-7_0002 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033449?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 1 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027033437; 15235-7_0001 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 4 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027033015; 15235-7_0004 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027033015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 6 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032582; 15238-0_0006 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 5 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032578; 15238-0_0005 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 4 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032576; 15238-0_0004 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 3 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032574; 15238-0_0003 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032574?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 2 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032572; 15238-0_0002 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). [Part 1 of 6] T2 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1027032476; 15238-0_0001 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1027032476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 6 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027032436; 15235-7_0006 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032436?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 8 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027032392; 15235-7_0008 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 7 of 8] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1027032388; 15235-7_0007 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1027032388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-07-20 ER - TY - RPRT T1 - KIRBY PARKWAY, MACON ROAD TO WALNUT GROVE ROAD, MEMPHIS, SHELBY COUNTY, TENNESSEE (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 1991). AN - 1011532528; 15238 AB - PURPOSE: Construction of a 2.5-mile highway, to be known as Kirby Parkway, from Walnut Grove Road to the intersection of Whitten and Macon roads in Memphis, Tennessee is proposed. The entire Kirby Parkway project study area extends 10 miles north to south along a corridor in eastern Shelby County, Tennessee. This final supplemental EIS examines alternatives not considered in the final EIS of August 1991. Three alternatives are considered for the corridor extending from the northern intersection of Humphreys Boulevard and Walnut Grove Road through Shelby Farms to south of Interstate 40 (I-40) ending at Macon Road. The new alternatives include the addition of a new interchange, intersection modifications, and a design change from six lanes to four lanes split by a landscaped median. The project would involve improving and connecting existing sections of Whitten Road/Kirby Parkway, ending at Macon Road. The selected alternative (Alternative Q) will include a four-lane, divided, partially-controlled access facility and a new grade-separated interchange with Walnut Grove Road, located approximately 1,900 east of the newly constructed Wolf River Bridge and 2,500 feet west of the existing signalized intersection of Walnut Grove Road and Farm Road. The trumpet interchange will be within the existing southern edge of the Walnut Grove Road right-of-way. The alternative will provide Farm Road with right-in/right-out access to westbound Walnut Grove Road, while eliminating access to eastbound Walnut Grove Road. From Walnut Grove Road to Mullins Station Road, the parkway will feature four, 12-foot lanes, 12-foot outside shoulders, six-foot inside shoulders, and a variable width depressed median within a 220-foot right-of-way. From the Walnut Grove Road/Kirby Parkway interchange, the alignment travels in a northerly direction while curving to the west and back to the east, intersecting the proposed Sycamore View Road Extension at a perpendicular angle. The alignment continues north, curving east then west, crossing north of a gas regulator station located within Shelby Farms, then east again before crossing the relocated Mullins Station Road at a slight angle. The signalized Mullins Station Road intersection will be realigned to eliminate an existing angle and provide turn lanes on all approaches. Alternative Q will then continue north along the existing alignment of Whitten Road to Macon Road. From Mullins Station Road to Macon Road, the right-of-way will be 106 feet, with four, 12-foot travel lanes, a 14-foot center turn lane, 10-foot shoulders, and curb-and-gutter sections on either side of the roadway. The cross-section would also incorporate five-foot sidewalks on either side of the roadway. POSITIVE IMPACTS: The proposed parkway would benefit travelers at local, state, and regional levels by improving accessibility to nearby and remote employment opportunities, markets, and services. The new route would facilitate through traffic between I-240 and I-40, and also commuter traffic generated by the populations of Bartlett, Germantown, and surrounding residential areas. Planned recreational uses of nearby Shelby Farms would be enhanced. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of up to five residences, 23 acres of prime farmland, 1.7 acres of wetlands, and 320 linear feet of stream. 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 supplemental EIS, see 07-0493D, Volume 31, Number 4. JF - EPA number: 120040, 538 pages, February 24, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-TN-EIS-07-01-F(F)(S) KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements 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/1011532528?accountid=14244 L2 - http://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=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&rft.title=KIRBY+PARKWAY%2C+MACON+ROAD+TO+WALNUT+GROVE+ROAD%2C+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+1991%29.&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 - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-05-09 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 1011532525; 15235 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units on San Franciscos northeastern waterfront. SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of historic vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including piers and parklands, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and the lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. This final EIS considers a No Action Alternative (Alternative 1) and the proposed action (Alternative 2) which would extend the F-line by 0.85 miles from Jones Street to Fort Mason Center. Under the preferred action alternative, a 2,500-foot in-street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street. A 750-foot transition segment would cross Van Ness Avenue to the existing 1,500-foot tunnel segment which runs underneath Fort Mason and the Great Meadow. A loop of track would allow for westbound streetcars to turnaround before returning eastbound. The turnaround segment has two options: Alternative 2A or the North Loop would be located in the Fort Mason Center parking lot; and Alternative 2B or the South Loop which would be located in Great Meadow. The extension would include: new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. A determination as to mixed traffic and semi-exclusive options for the in-street segment would be made during the final design phase. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would provide connection to the regional transit rail services while respecting the settings, context, and resources of two national park destinations and avoiding adverse effects to historic landmarks. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as to hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 120037, Final EIS--650 pages, Public Comments Analysis Report--309 pages, February 24, 2012 PY - 2012 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Cultural Resources Surveys KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1011532525?accountid=14244 L2 - http://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=2012-02-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.title=EXTENSION+OF+F-LINE+STREETCAR+SERVICE+TO+FORT+MASON+CENTER%2C+GOLDEN+GATE+NATIONAL+RECREATION+AREA%2C+SAN+FRANCISCO+MARITIME+NATIONAL+HISTORICAL+PARK%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, San Francisco, California; DOI N1 - Date revised - 2012-05-01 N1 - SuppNotes - Final. Preparation date: February 24, 2012 N1 - Last updated - 2012-05-09 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 15 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046528; 15233-5_0015 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046528?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 14 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046526; 15233-5_0014 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046526?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 13 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046525; 15233-5_0013 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 13 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046525?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 12 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046524; 15233-5_0012 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 11 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046522; 15233-5_0011 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046522?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 10 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046521; 15233-5_0010 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 10 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046521?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 9 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046520; 15233-5_0009 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 8 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046518; 15233-5_0008 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 7 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046517; 15233-5_0007 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046517?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 6 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046515; 15233-5_0006 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046515?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 5 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046514; 15233-5_0005 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046514?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 4 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046511; 15233-5_0004 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046511?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 3 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046510; 15233-5_0003 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 2 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046487; 15233-5_0002 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046487?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. [Part 1 of 15] T2 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1020046485; 15233-5_0001 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SR 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. [Part 2 of 2] T2 - SR 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. AN - 1020046483; 15234-6_0002 AB - PURPOSE: Improvements to an 8.4-mile-long section of State Route 126 (SR 126) from East Center Street, within the City of Kingsport, to Interstate 81 (I-81) in Sullivan County, Tennessee are proposed. SR 126, also known as Memorial Boulevard, is primarily a two-travel lane facility throughout the study corridor. Each travel lane is eleven feet wide and the existing right-of-way (ROW) varies from sixty feet to three hundred feet wide. The speed limit varies from thirty-five to fifty miles per hour. The route is characterized by sharp curves and steep grades, and roadside hazards are located in close proximity to the travel lanes. Narrow shoulders are present along the majority of the route and sidewalks are present along 0.1 mile of the 8.4 mile long corridor. This draft EIS considers two build alternatives and a No Build Alternative. The build alternatives would improve SR 126 to a four-lane facility within the commercial and residential areas of the western half of the study corridor. The eastern half of the study corridor, which is rural in nature, would remain a two-travel lane facility. Improved shoulders would be provided along the entire corridor and sidewalks would be extended to the majority of the commercial and residential areas. The Alternative A alignment would generally follow the existing alignment with shifts from side to side to minimize impacts, reduce earthwork volumes, simplify construction, and improve the curvature of the roadway. Several side road intersection approaches to SR 126 would be realigned to as close to 90 degrees as possible. Additionally, several minor intersections would be rerouted to connect via improved intersections on neighboring roads. Alternative B would utilize the same proposed typical roadway cross sections as Alternative A, but the length of the four-travel lane section would be reduced by approximately 0.5 mile. Retaining walls would be utilized in the vicinity of historic Yanceys Tavern and East Lawn Memorial Gardens Cemetery to minimize impacts. Total project costs of Alternative A and Alternative B are estimated at $120.3 million and $99.6 million, respectively. POSITIVE IMPACTS: Construction would provide a safe, efficient route for local traffic between the City of Kingsport and I-81. Improvements along the western half of the project would provide improved access to adjacent businesses and homes and improved pedestrian and bicycle connectivity. Wider shoulders and additional sidewalks will promote bicycle and pedestrian usage of the facility. NEGATIVE IMPACTS: New ROW requirements would impact five to 15 acres of farmland, 55 to 75 acres of forest, and 3,107 to 4,863 linear feet of streams. Alternative A would result in an estimated 241 residential relocations, 43 business displacements, and one non-profit displacement. Alternative B would result in 162 residential relocations, 30 business displacements, and one non-profit displacement. This large number of relocations would be difficult to adequately address and substantial last resort housing payments could be expected. Adverse economic impacts would occur if businesses close or move out of the project area. Ninety to 350 graves would be displaced and two historic properties would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (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: 120036, Draft EIS--227 pages and maps, Appendices--73 pages, February 17, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Housing KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee 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/1020046483?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%2C+TENNESSEE.&rft.title=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SR 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. [Part 1 of 2] T2 - SR 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. AN - 1020046479; 15234-6_0001 AB - PURPOSE: Improvements to an 8.4-mile-long section of State Route 126 (SR 126) from East Center Street, within the City of Kingsport, to Interstate 81 (I-81) in Sullivan County, Tennessee are proposed. SR 126, also known as Memorial Boulevard, is primarily a two-travel lane facility throughout the study corridor. Each travel lane is eleven feet wide and the existing right-of-way (ROW) varies from sixty feet to three hundred feet wide. The speed limit varies from thirty-five to fifty miles per hour. The route is characterized by sharp curves and steep grades, and roadside hazards are located in close proximity to the travel lanes. Narrow shoulders are present along the majority of the route and sidewalks are present along 0.1 mile of the 8.4 mile long corridor. This draft EIS considers two build alternatives and a No Build Alternative. The build alternatives would improve SR 126 to a four-lane facility within the commercial and residential areas of the western half of the study corridor. The eastern half of the study corridor, which is rural in nature, would remain a two-travel lane facility. Improved shoulders would be provided along the entire corridor and sidewalks would be extended to the majority of the commercial and residential areas. The Alternative A alignment would generally follow the existing alignment with shifts from side to side to minimize impacts, reduce earthwork volumes, simplify construction, and improve the curvature of the roadway. Several side road intersection approaches to SR 126 would be realigned to as close to 90 degrees as possible. Additionally, several minor intersections would be rerouted to connect via improved intersections on neighboring roads. Alternative B would utilize the same proposed typical roadway cross sections as Alternative A, but the length of the four-travel lane section would be reduced by approximately 0.5 mile. Retaining walls would be utilized in the vicinity of historic Yanceys Tavern and East Lawn Memorial Gardens Cemetery to minimize impacts. Total project costs of Alternative A and Alternative B are estimated at $120.3 million and $99.6 million, respectively. POSITIVE IMPACTS: Construction would provide a safe, efficient route for local traffic between the City of Kingsport and I-81. Improvements along the western half of the project would provide improved access to adjacent businesses and homes and improved pedestrian and bicycle connectivity. Wider shoulders and additional sidewalks will promote bicycle and pedestrian usage of the facility. NEGATIVE IMPACTS: New ROW requirements would impact five to 15 acres of farmland, 55 to 75 acres of forest, and 3,107 to 4,863 linear feet of streams. Alternative A would result in an estimated 241 residential relocations, 43 business displacements, and one non-profit displacement. Alternative B would result in 162 residential relocations, 30 business displacements, and one non-profit displacement. This large number of relocations would be difficult to adequately address and substantial last resort housing payments could be expected. Adverse economic impacts would occur if businesses close or move out of the project area. Ninety to 350 graves would be displaced and two historic properties would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (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: 120036, Draft EIS--227 pages and maps, Appendices--73 pages, February 17, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Housing KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee 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/1020046479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%2C+TENNESSEE.&rft.title=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - SR 126 (MEMORIAL BOULEVARD) CORRIDOR IMPROVEMENT PROJECT, FROM EAST CENTER STREET TO INTERSTATE 81, SULLIVAN COUNTY, KINGSPORT, TENNESSEE. AN - 1009503327; 15234 AB - PURPOSE: Improvements to an 8.4-mile-long section of State Route 126 (SR 126) from East Center Street, within the City of Kingsport, to Interstate 81 (I-81) in Sullivan County, Tennessee are proposed. SR 126, also known as Memorial Boulevard, is primarily a two-travel lane facility throughout the study corridor. Each travel lane is eleven feet wide and the existing right-of-way (ROW) varies from sixty feet to three hundred feet wide. The speed limit varies from thirty-five to fifty miles per hour. The route is characterized by sharp curves and steep grades, and roadside hazards are located in close proximity to the travel lanes. Narrow shoulders are present along the majority of the route and sidewalks are present along 0.1 mile of the 8.4 mile long corridor. This draft EIS considers two build alternatives and a No Build Alternative. The build alternatives would improve SR 126 to a four-lane facility within the commercial and residential areas of the western half of the study corridor. The eastern half of the study corridor, which is rural in nature, would remain a two-travel lane facility. Improved shoulders would be provided along the entire corridor and sidewalks would be extended to the majority of the commercial and residential areas. The Alternative A alignment would generally follow the existing alignment with shifts from side to side to minimize impacts, reduce earthwork volumes, simplify construction, and improve the curvature of the roadway. Several side road intersection approaches to SR 126 would be realigned to as close to 90 degrees as possible. Additionally, several minor intersections would be rerouted to connect via improved intersections on neighboring roads. Alternative B would utilize the same proposed typical roadway cross sections as Alternative A, but the length of the four-travel lane section would be reduced by approximately 0.5 mile. Retaining walls would be utilized in the vicinity of historic Yanceys Tavern and East Lawn Memorial Gardens Cemetery to minimize impacts. Total project costs of Alternative A and Alternative B are estimated at $120.3 million and $99.6 million, respectively. POSITIVE IMPACTS: Construction would provide a safe, efficient route for local traffic between the City of Kingsport and I-81. Improvements along the western half of the project would provide improved access to adjacent businesses and homes and improved pedestrian and bicycle connectivity. Wider shoulders and additional sidewalks will promote bicycle and pedestrian usage of the facility. NEGATIVE IMPACTS: New ROW requirements would impact five to 15 acres of farmland, 55 to 75 acres of forest, and 3,107 to 4,863 linear feet of streams. Alternative A would result in an estimated 241 residential relocations, 43 business displacements, and one non-profit displacement. Alternative B would result in 162 residential relocations, 30 business displacements, and one non-profit displacement. This large number of relocations would be difficult to adequately address and substantial last resort housing payments could be expected. Adverse economic impacts would occur if businesses close or move out of the project area. Ninety to 350 graves would be displaced and two historic properties would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (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: 120036, Draft EIS--227 pages and maps, Appendices--73 pages, February 17, 2012 PY - 2012 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Cultural Resources Surveys KW - Demolition KW - Farmlands KW - Forests KW - Highways KW - Historic Sites KW - Housing KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee 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/1009503327?accountid=14244 L2 - http://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=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%2C+TENNESSEE.&rft.title=SR+126+%28MEMORIAL+BOULEVARD%29+CORRIDOR+IMPROVEMENT+PROJECT%2C+FROM+EAST+CENTER+STREET+TO+INTERSTATE+81%2C+SULLIVAN+COUNTY%2C+KINGSPORT%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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-04-26 ER - TY - RPRT T1 - US 64 IMPROVEMENTS FROM EAST OF COLUMBIA TO US 264, TYRRELL AND DARE COUNTIES, NORTH CAROLINA. AN - 1009503323; 15233 AB - PURPOSE: The improvement of a 27.3-mile segment of US Highway 64, including the replacement of the Lindsey C. Warren Bridge over the Alligator River, in Tyrrell and Dare counties, North Carolina is proposed. The project study area begins east of the Town of Columbia, continues across the northern part of Tyrrell County, across the Alligator River, and into the Dare County mainland. The Atlantic Intracoastal Waterway bisects the area along the Alligator River. Development along the corridor consists primarily of a neighborhood just east of Columbia, a small community at the eastern intersection of US 64 and Old US 64 in Tyrrell County, a marina/convenience store complex on the Alligator River, and the community of East Lake in Dare County. The project would start on the east side of Columbia improving the roadway from a two-lane facility to a four-lane divided highway and end at the intersection of US 264 and US 64 just west of Manns Harbor. The facility would be constructed as an expressway with partial control of access mainly with south or north side widening except for some proposed new location alternatives starting west of the Alligator River and continuing to the east side of the East Lake community. In addition to a No Build Alternative, this draft EIS considers numerous alternatives within the five major study sections, including three possible bridge replacement corridors. Every project alternative involves a four-lane, median-divided highway. Within Tyrrell County, designs for both a 23-foot-wide raised median and 46-foot-wide depressed median are under evaluation. Within Dare County, only a 23-foot-wide median is under evaluation. The differences in the alternatives relate to the location and length of widened highway or highway on new location, the length of the associated bridge, and the type and extent of impacts to the natural and/or human environments. The replacement bridge would be a single 78-foot-wide structure carrying a four-lane highway with two 12-foot-wide travel lanes in each direction, separated by a two-foot-wide concrete median barrier. The design would accommodate 10-foot-wide outside shoulders and four-foot-wide inside shoulders. The posted speed limit along the improved roadway and new bridge would remain at the current 55 miles per hour. Total project cost is estimated in the range of $355.7 million to $399.3 million. POSITIVE IMPACTS: The proposed project would complete intrastate improvements to US 64 between Raleigh and the Outer Banks, reduce hurricane evacuation time, and maintain a bridge across the Alligator River that meets the needs of highway users. NEGATIVE IMPACTS: A north or south bridge corridor, plus widening of the existing highway, would cause substantial relocation of existing homes in the East Lake community. Conversely, a bypass corridor, north or south of East Lake, would create increased impacts to wetlands and the Alligator River National Wildlife Refuge. Right-of-way requirements would impact up to 10 acres of farmland, 267 acres of wetlands, 125 acres of protected species habitat, and 367 acres of essential fish habitat. The construction of some alternatives would require relocation of adjacent canals. Relocations of nine to 24 residences, one or two businesses, and up to two churches and cemeteries would result in significant community impacts. North-side widening in Tyrrell County would likely cause disproportionately high and adverse effects to the minority population in the Alligator community. Three historic sites (Lindsey C. Warren Bridge, East Lake Methodist Church and Cemetery, East Lake Fire Tower) would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (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: 120035, 756 pages and maps, February 17, 2012 PY - 2012 KW - Roads and Railroads KW - Bridges KW - Cemeteries KW - Cultural Resources KW - Demolition KW - Environmental Justice KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alligator River KW - Alligator River National Wildlife Refuge KW - Atlantic Intracoastal Waterway KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1009503323?accountid=14244 L2 - http://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=2012-02-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=US+64+IMPROVEMENTS+FROM+EAST+OF+COLUMBIA+TO+US+264%2C+TYRRELL+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Washington, North Carolina; ARMY N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: February 17, 2012 N1 - Last updated - 2012-04-26 ER - TY - RPRT T1 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). [Part 3 of 3] T2 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). AN - 1012744000; 15228-0_0003 AB - PURPOSE: Construction of a bypass of the City of Helena, Alabama, from County Road 52 (CR-52) to State Route 261 (SR-261), in northwestern Shelby County is proposed. Shelby County is home to many suburban communities of metropolitan Birmingham and is the fastest growing county in the state. The historic district of Old Towne Helena currently experiences congestion problems, especially during the morning and evening rush hours. There are two active railroads with at-grade crossings of SR-261 in the Old Towne area which regularly cause delays and congestion. The project would begin southwest of the downtown area on CR-52 approximately 6,600 feet west of the existing intersection of CR-52 and SR-261 and traverse northeasterly to a terminus with SR-261 near Bearden Road. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative I-A) would extend 3.7 miles, beginning as a four-lane divided section and proceeding along the northern portion of the study area for about two miles. At this point the alignment turns in an easterly direction and passes north of the Vulcan quarry site near SR-261. The alignment then turns northeasterly and transitions into a five-lane roadway for the final 1,500 feet to the terminus with SR-261. This alternative includes grade-separated crossings of the two railroads and a hydraulic structure which crosses Buck Creek. It also crosses two large power transmission lines operated by Alabama Power Company. A six-foot graded area would be provided to accommodate any future sidewalk along both sides of the proposed roadway. The total cost for the preferred alternative is estimated at $21.4 million. POSITIVE IMPACTS: Implementation would provide some relief for the existing congested road network and the proposed project would serve as the transportation backbone for Helena's ongoing development. Travel times would be improved for emergency services as well as for local and through traffic. NEGATIVE IMPACTS: Short-term traffic disruption, soil erosion and sedimentation, air quality reduction, noise increases, and utilities disruptions could occur during the estimated 30-month construction period. The preferred alternative would impact 2,280 linear feet of streams and 1.7 acres of wetlands. The bridge-crossing of Buck Creek would impact 2.6 acres of 100-year floodplain. Three receptor sites would be impacted by noise after construction is completed. 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 10-0507D, Volume 34, Number 2. JF - EPA number: 120030, 524 pages and maps, February 10, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-07-02-F KW - Air Quality Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.title=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). [Part 2 of 3] T2 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). AN - 1012743999; 15228-0_0002 AB - PURPOSE: Construction of a bypass of the City of Helena, Alabama, from County Road 52 (CR-52) to State Route 261 (SR-261), in northwestern Shelby County is proposed. Shelby County is home to many suburban communities of metropolitan Birmingham and is the fastest growing county in the state. The historic district of Old Towne Helena currently experiences congestion problems, especially during the morning and evening rush hours. There are two active railroads with at-grade crossings of SR-261 in the Old Towne area which regularly cause delays and congestion. The project would begin southwest of the downtown area on CR-52 approximately 6,600 feet west of the existing intersection of CR-52 and SR-261 and traverse northeasterly to a terminus with SR-261 near Bearden Road. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative I-A) would extend 3.7 miles, beginning as a four-lane divided section and proceeding along the northern portion of the study area for about two miles. At this point the alignment turns in an easterly direction and passes north of the Vulcan quarry site near SR-261. The alignment then turns northeasterly and transitions into a five-lane roadway for the final 1,500 feet to the terminus with SR-261. This alternative includes grade-separated crossings of the two railroads and a hydraulic structure which crosses Buck Creek. It also crosses two large power transmission lines operated by Alabama Power Company. A six-foot graded area would be provided to accommodate any future sidewalk along both sides of the proposed roadway. The total cost for the preferred alternative is estimated at $21.4 million. POSITIVE IMPACTS: Implementation would provide some relief for the existing congested road network and the proposed project would serve as the transportation backbone for Helena's ongoing development. Travel times would be improved for emergency services as well as for local and through traffic. NEGATIVE IMPACTS: Short-term traffic disruption, soil erosion and sedimentation, air quality reduction, noise increases, and utilities disruptions could occur during the estimated 30-month construction period. The preferred alternative would impact 2,280 linear feet of streams and 1.7 acres of wetlands. The bridge-crossing of Buck Creek would impact 2.6 acres of 100-year floodplain. Three receptor sites would be impacted by noise after construction is completed. 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 10-0507D, Volume 34, Number 2. JF - EPA number: 120030, 524 pages and maps, February 10, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-07-02-F KW - Air Quality Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743999?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.title=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MID-CURRITUCK BRIDGE STUDY, CURRITUCK AND DARE COUNTIES, NORTH CAROLINA. [Part 1 of 1] T2 - MID-CURRITUCK BRIDGE STUDY, CURRITUCK AND DARE COUNTIES, NORTH CAROLINA. AN - 1012743121; 15227-9_0001 AB - PURPOSE: Transportation improvements in the Currituck Sound area, with focus on the consideration of a new Mid-Currituck Bridge from the mainland to the Outer Banks, Currituck and Dare counties, North Carolina, are proposed. The project area encompasses US 158 between its intersection with NC 168 and its intersection with NC 12, and NC 12 from its intersection with US 158 north to where it terminates in the community of Corolla. Six alternatives, including a No Build Alternative, are evaluated in this final EIS. The preferred alternative, known as MCB4/C1 with Option A, would include an interchange with US 158 on the mainland, a toll plaza at US 158, a bridge across Maple Swamp, a bridge across Currituck Sound, and some widening of NC 12 on the Outer Banks. Tolls on the Mid-Currituck Bridge would be collected by using electronic toll collection, cash, and credit card. Several measures to reduce hurricane evacuation times are incorporated, including the ability to reverse the center lane on US 158 between the Mid-Currituck Bridge interchange and NC 168, and adding 1,600 feet of a new third outbound lane on the Outer Banks to the west of the NC 12/US 158 intersection to provide additional road capacity during a hurricane evacuation. Additional design refinements include: a median acceleration lane at Waterlily Road; concentration of four-lane widening along NC 12 at the bridge terminus, the commercial area surrounding Albacore Street, and Currituck Clubhouse Drive; construction of roundabouts on NC 12 at the bridge landing and Currituck Clubhouse Drive; and provision of marked pedestrian crossings along NC 12 where it would be widened. Preliminary cost of implementing the preferred alternative is estimated at $502 million to $594 million. Construction is expected to begin in the fourth quarter of 2012 and the facility is expected to open to traffic in 2017. POSITIVE IMPACTS: The proposed bridge would reduce travel time and congestion, as well as provide an alternative hurricane evacuation route for the northern Outer Banks. NEGATIVE IMPACTS: Construction would increase turbidity in waters of Currituck Sound and the bridge would introduce a new source of pollution via bridge runoff. The preferred alternative would require filling 7.9 acres of wetlands and relocation of six residences, three businesses, and 20 gravesites. The bridge would shade 27.8 acres of submerged aquatic vegetation and fish habitat and bridge features would affect views of Currituck Sound. 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 10-0154D, Volume 34, Number 1. JF - EPA number: 120029, Final EIS--294 pages, Technical Reports--CD-ROM, February 10, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-10-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Highways KW - Historic Sites Surveys KW - Hurricane Readiness Plans KW - Hurricanes KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - North Carolina 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/1012743121?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-CURRITUCK+BRIDGE+STUDY%2C+CURRITUCK+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MID-CURRITUCK+BRIDGE+STUDY%2C+CURRITUCK+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). [Part 1 of 3] T2 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). AN - 1012742693; 15228-0_0001 AB - PURPOSE: Construction of a bypass of the City of Helena, Alabama, from County Road 52 (CR-52) to State Route 261 (SR-261), in northwestern Shelby County is proposed. Shelby County is home to many suburban communities of metropolitan Birmingham and is the fastest growing county in the state. The historic district of Old Towne Helena currently experiences congestion problems, especially during the morning and evening rush hours. There are two active railroads with at-grade crossings of SR-261 in the Old Towne area which regularly cause delays and congestion. The project would begin southwest of the downtown area on CR-52 approximately 6,600 feet west of the existing intersection of CR-52 and SR-261 and traverse northeasterly to a terminus with SR-261 near Bearden Road. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative I-A) would extend 3.7 miles, beginning as a four-lane divided section and proceeding along the northern portion of the study area for about two miles. At this point the alignment turns in an easterly direction and passes north of the Vulcan quarry site near SR-261. The alignment then turns northeasterly and transitions into a five-lane roadway for the final 1,500 feet to the terminus with SR-261. This alternative includes grade-separated crossings of the two railroads and a hydraulic structure which crosses Buck Creek. It also crosses two large power transmission lines operated by Alabama Power Company. A six-foot graded area would be provided to accommodate any future sidewalk along both sides of the proposed roadway. The total cost for the preferred alternative is estimated at $21.4 million. POSITIVE IMPACTS: Implementation would provide some relief for the existing congested road network and the proposed project would serve as the transportation backbone for Helena's ongoing development. Travel times would be improved for emergency services as well as for local and through traffic. NEGATIVE IMPACTS: Short-term traffic disruption, soil erosion and sedimentation, air quality reduction, noise increases, and utilities disruptions could occur during the estimated 30-month construction period. The preferred alternative would impact 2,280 linear feet of streams and 1.7 acres of wetlands. The bridge-crossing of Buck Creek would impact 2.6 acres of 100-year floodplain. Three receptor sites would be impacted by noise after construction is completed. 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 10-0507D, Volume 34, Number 2. JF - EPA number: 120030, 524 pages and maps, February 10, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-07-02-F KW - Air Quality Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.title=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - HELENA BYPASS PROJECT, FROM COUNTY ROAD 52 IN HELENA TO STATE ROUTE 261 NEAR BEARDEN ROAD, SHELBY COUNTY, ALABAMA (PROJECT NO. ST-059-261-004). AN - 1008976926; 15228 AB - PURPOSE: Construction of a bypass of the City of Helena, Alabama, from County Road 52 (CR-52) to State Route 261 (SR-261), in northwestern Shelby County is proposed. Shelby County is home to many suburban communities of metropolitan Birmingham and is the fastest growing county in the state. The historic district of Old Towne Helena currently experiences congestion problems, especially during the morning and evening rush hours. There are two active railroads with at-grade crossings of SR-261 in the Old Towne area which regularly cause delays and congestion. The project would begin southwest of the downtown area on CR-52 approximately 6,600 feet west of the existing intersection of CR-52 and SR-261 and traverse northeasterly to a terminus with SR-261 near Bearden Road. Five alternatives, including a No Action Alternative, are considered in this final EIS. The preferred alternative (Alternative I-A) would extend 3.7 miles, beginning as a four-lane divided section and proceeding along the northern portion of the study area for about two miles. At this point the alignment turns in an easterly direction and passes north of the Vulcan quarry site near SR-261. The alignment then turns northeasterly and transitions into a five-lane roadway for the final 1,500 feet to the terminus with SR-261. This alternative includes grade-separated crossings of the two railroads and a hydraulic structure which crosses Buck Creek. It also crosses two large power transmission lines operated by Alabama Power Company. A six-foot graded area would be provided to accommodate any future sidewalk along both sides of the proposed roadway. The total cost for the preferred alternative is estimated at $21.4 million. POSITIVE IMPACTS: Implementation would provide some relief for the existing congested road network and the proposed project would serve as the transportation backbone for Helena's ongoing development. Travel times would be improved for emergency services as well as for local and through traffic. NEGATIVE IMPACTS: Short-term traffic disruption, soil erosion and sedimentation, air quality reduction, noise increases, and utilities disruptions could occur during the estimated 30-month construction period. The preferred alternative would impact 2,280 linear feet of streams and 1.7 acres of wetlands. The bridge-crossing of Buck Creek would impact 2.6 acres of 100-year floodplain. Three receptor sites would be impacted by noise after construction is completed. 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 10-0507D, Volume 34, Number 2. JF - EPA number: 120030, 524 pages and maps, February 10, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-AL-EIS-07-02-F KW - Air Quality Assessments KW - Creeks KW - Floodplains KW - Highway Structures KW - Highways KW - Noise Assessments KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Alabama KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1008976926?accountid=14244 L2 - http://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=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.title=HELENA+BYPASS+PROJECT%2C+FROM+COUNTY+ROAD+52+IN+HELENA+TO+STATE+ROUTE+261+NEAR+BEARDEN+ROAD%2C+SHELBY+COUNTY%2C+ALABAMA+%28PROJECT+NO.+ST-059-261-004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montgomery, Alabama; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-04-24 ER - TY - RPRT T1 - MID-CURRITUCK BRIDGE STUDY, CURRITUCK AND DARE COUNTIES, NORTH CAROLINA. AN - 1008976856; 15227 AB - PURPOSE: Transportation improvements in the Currituck Sound area, with focus on the consideration of a new Mid-Currituck Bridge from the mainland to the Outer Banks, Currituck and Dare counties, North Carolina, are proposed. The project area encompasses US 158 between its intersection with NC 168 and its intersection with NC 12, and NC 12 from its intersection with US 158 north to where it terminates in the community of Corolla. Six alternatives, including a No Build Alternative, are evaluated in this final EIS. The preferred alternative, known as MCB4/C1 with Option A, would include an interchange with US 158 on the mainland, a toll plaza at US 158, a bridge across Maple Swamp, a bridge across Currituck Sound, and some widening of NC 12 on the Outer Banks. Tolls on the Mid-Currituck Bridge would be collected by using electronic toll collection, cash, and credit card. Several measures to reduce hurricane evacuation times are incorporated, including the ability to reverse the center lane on US 158 between the Mid-Currituck Bridge interchange and NC 168, and adding 1,600 feet of a new third outbound lane on the Outer Banks to the west of the NC 12/US 158 intersection to provide additional road capacity during a hurricane evacuation. Additional design refinements include: a median acceleration lane at Waterlily Road; concentration of four-lane widening along NC 12 at the bridge terminus, the commercial area surrounding Albacore Street, and Currituck Clubhouse Drive; construction of roundabouts on NC 12 at the bridge landing and Currituck Clubhouse Drive; and provision of marked pedestrian crossings along NC 12 where it would be widened. Preliminary cost of implementing the preferred alternative is estimated at $502 million to $594 million. Construction is expected to begin in the fourth quarter of 2012 and the facility is expected to open to traffic in 2017. POSITIVE IMPACTS: The proposed bridge would reduce travel time and congestion, as well as provide an alternative hurricane evacuation route for the northern Outer Banks. NEGATIVE IMPACTS: Construction would increase turbidity in waters of Currituck Sound and the bridge would introduce a new source of pollution via bridge runoff. The preferred alternative would require filling 7.9 acres of wetlands and relocation of six residences, three businesses, and 20 gravesites. The bridge would shade 27.8 acres of submerged aquatic vegetation and fish habitat and bridge features would affect views of Currituck Sound. 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 10-0154D, Volume 34, Number 1. JF - EPA number: 120029, Final EIS--294 pages, Technical Reports--CD-ROM, February 10, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-10-01-F KW - Air Quality Assessments KW - Biologic Assessments KW - Bridges KW - Highways KW - Historic Sites Surveys KW - Hurricane Readiness Plans KW - Hurricanes KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - North Carolina 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/1008976856?accountid=14244 L2 - http://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=2012-02-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MID-CURRITUCK+BRIDGE+STUDY%2C+CURRITUCK+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.title=MID-CURRITUCK+BRIDGE+STUDY%2C+CURRITUCK+AND+DARE+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 10, 2012 N1 - Last updated - 2012-04-24 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 37 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743367; 15222-4_0037 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 37 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743367?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 36 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743362; 15222-4_0036 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 36 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 35 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743352; 15222-4_0035 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 35 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 34 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743346; 15222-4_0034 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 34 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 28 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743338; 15222-4_0028 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 28 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743338?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 1 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743330; 15222-4_0001 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 33 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743210; 15222-4_0033 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 33 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 32 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743205; 15222-4_0032 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 32 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 31 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743193; 15222-4_0031 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 31 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743193?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 4 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743186; 15222-4_0004 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 30 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743185; 15222-4_0030 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 30 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 3 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743178; 15222-4_0003 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 29 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743176; 15222-4_0029 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 29 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743176?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 2 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743168; 15222-4_0002 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 17 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743167; 15222-4_0017 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 17 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743167?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 6 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743163; 15222-4_0006 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743163?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 16 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743157; 15222-4_0016 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 16 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743157?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 10 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743156; 15222-4_0010 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 10 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 5 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743153; 15222-4_0005 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743153?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 9 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743147; 15222-4_0009 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743147?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 15 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743146; 15222-4_0015 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 14 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743137; 15222-4_0014 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743137?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 8 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743135; 15222-4_0008 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 13 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743131; 15222-4_0013 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 13 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 7 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743128; 15222-4_0007 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 19 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743120; 15222-4_0019 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 19 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 18 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012743108; 15222-4_0018 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 18 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 38 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742949; 15222-4_0038 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 38 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 27 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742936; 15222-4_0027 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 27 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742936?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 26 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742924; 15222-4_0026 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 26 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 25 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742912; 15222-4_0025 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 25 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 24 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742899; 15222-4_0024 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 23 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742892; 15222-4_0023 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 22 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742883; 15222-4_0022 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 22 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742883?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 21 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742872; 15222-4_0021 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 21 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 20 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742861; 15222-4_0020 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742861?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 12 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742793; 15222-4_0012 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. [Part 11 of 38] T2 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1012742777; 15222-4_0011 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - US 14 RECONSTRUCTION FROM FRONT STREET IN NEW ULM TO NICOLLET COUNTY ROAD 6 IN NORTH MANKATO, BROWN AND NICOLLET COUNTIES, MINNESOTA. [Part 1 of 1] T2 - US 14 RECONSTRUCTION FROM FRONT STREET IN NEW ULM TO NICOLLET COUNTY ROAD 6 IN NORTH MANKATO, BROWN AND NICOLLET COUNTIES, MINNESOTA. AN - 1012742683; 15218-0_0001 AB - PURPOSE: The widening and reconstruction of approximately 22.5 miles of US Highway 14 (US 14) from Front Street in New Ulm, Minnesota to Nicollet County Road (CR) 6 near Mankato, Minnesota are proposed. The study corridor is located about 70 miles south-southwest of the Minneapolis-St. Paul metropolitan area in Brown and Nicollet counties and includes the cities of Courtland and Nicollet. The highway section is the only part of the designated US 14 interregional corridor not already upgraded or approved for upgrading to a four-lane highway. The proposed project would upgrade the existing highway from a two- to four-lane divided expressway, with access controlled via interchanges, two-way stop intersections, and/or roundabouts. The overall project has been divided into West and East Study sections with CR 12 on the west side of Courtland as the border between them. This final EIS evaluates a No Build Alternative, three build alternatives for the West Study Section and four build alternatives for the East Study Section. All the build alternatives would include bypasses around Courtland and Nicollet. All alternatives in the West Study Section would include expansion of the US 14 Minnesota River Bridge from two to four lanes. The preferred Alternative W1 alignment follows existing US 14 from the Minnesota River to a point west of Courtland, where it leaves the existing highway to bypass Courtland to the north. The preferred Alternative E1 alignment would make the most use of existing US 14 from Courtland to Nicollet, and then bypass Nicollet to the south. The alternative would provide access to Nicollet at CR 23. Overall project construction will likely be carried out as a series of projects with logical end points over the course of many years. The US 14 Minnesota River Bridge at New Ulm is proposed to be replaced in 2018. No other projects along the corridor currently have funding identified in any specific timeframe. POSITIVE IMPACTS: Project implementation would increase travel capacity and improve safety within the study corridor. The preferred alternative would avoid major bluff cuts in environmentally sensitive areas and save money by crossing Heymans Creek at a location that will not require long bridges. In the East Study Section, the preferred alternative would provide access to Nicollet in an area close to existing development. NEGATIVE IMPACTS: Right-of-way requirements for the preferred alternative would encroach on 44 acres of Minnesota River floodplain and displace 21.9 acres of wetlands and 360 acres of prime farmland. Displacement of 13 residences and five businesses would be also be required and 6.2 acres of the Swan Lake Wildlife Management area would be affected. Nine historic sites would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0078D, Volume 32, Number 1. JF - EPA number: 120020, 338 pages, February 3, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-07-01-D KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Preserves KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites 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/1012742683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+14+RECONSTRUCTION+FROM+FRONT+STREET+IN+NEW+ULM+TO+NICOLLET+COUNTY+ROAD+6+IN+NORTH+MANKATO%2C+BROWN+AND+NICOLLET+COUNTIES%2C+MINNESOTA.&rft.title=US+14+RECONSTRUCTION+FROM+FRONT+STREET+IN+NEW+ULM+TO+NICOLLET+COUNTY+ROAD+6+IN+NORTH+MANKATO%2C+BROWN+AND+NICOLLET+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 1008977742; 15222 AB - PURPOSE: The East Bay Bus Rapid Transit (BRT) Project, which would provide fast and frequent express bus service along a 14.4-mile urbanized corridor in the San Francisco Bay area of Alameda County, California is proposed. The project area extends from downtown Berkeley and the University of California, Berkeley at the northern end, through downtown Oakland to San Leandro at the southern end. Planning for the East Bay corridor has been ongoing for more than two decades and the current project has been refined through an extensive local process by each of the three municipalities. Proposed BRT improvements include: dedicated transit lanes within existing arterials; median or curbside stations with canopies and passenger amenities; advanced traffic signal priority for buses; and modern safety, security, and communications systems. Low-floor buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted and BRT services would be operated along with limited local bus service. Two build alternatives and a No-Build Alternative are considered in this final EIS. The locally preferred alternative (LPA) would consist of dedicated bus travel lanes throughout most of Oakland and in north San Leandro, with level station boarding. There are 47 stations proposed, including six stations in Berkeley, 36 stations in Oakland, and five stations in San Leandro. The southern end of the project would terminate at the San Leandro Bay Area Rapid Transit (BART) station and dedicated transit lanes would be provided for 10.9 of the 14.4 miles in the project corridor. However, there would be no dedicated bus lanes in Berkeley. The proposed BRT alignment follows primarily Telegraph Avenue in the northern portion of the corridor and International Boulevard/East 14th Street in the southern portion. More limited improvements from downtown Berkeley to the Berkeley-Oakland border would be included. The Downtown Oakland to San Leandro (DOSL) Alternative would involve implementation of a shorter segment of the LPA, should funding limitations or other conditions not permit implementation of the full LPA in a single phase. The construction costs of the LPA project elements are estimated at $205.1 million in year-of-expenditure (YOE) dollars and the incremental operations and maintenance (O&M) cost is estimated at 1.5 percent of the systemwide O&M spending. The construction costs of the DOSL Alternative are estimated at $152.3 million in YOE dollars and incremental O&M cost is estimated at under 0.9 percent of the systemwide spending. POSITIVE IMPACTS: The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The new facilities would reduce roadway capacity on the BRT alignment and divert some vehicles to alternate routes. Under the LPA, traffic operations impacts resulting in operations below local standards would occur at 34 of the 129 study intersections in either year 2015 or year 2035. However, all but one location in year 2015 could be mitigated through physical and operational improvements. In 2035, all but six locations could be mitigated. The LPA and DOSL alternatives would result in the displacement of 1,071 and 607 curbside parking spaces, respectively. Mitigation would include parking replacement or metering of currently unrestricted parking along commercial frontages to ensure availability for local business customers. The project would also require the relocation of utilities and the realignment of bike lanes. Construction could be affected by 30 hazardous waste sites along the BRT alignment; in addition, there are 73 such sites within 0.25 mile of the work corridor. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0264D, Volume 31, Number 2. JF - EPA number: 120024, Final EIS--845 pages, Planning Sheets--73 pages, Appendices--721 pages, Response to Comments--974 pages, February 3, 2012 PY - 2012 KW - Roads and Railroads KW - Central Business Districts KW - Hazardous Wastes KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Roads KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1008977742?accountid=14244 L2 - http://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=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-04-24 ER - TY - RPRT T1 - US 14 RECONSTRUCTION FROM FRONT STREET IN NEW ULM TO NICOLLET COUNTY ROAD 6 IN NORTH MANKATO, BROWN AND NICOLLET COUNTIES, MINNESOTA. AN - 1008976931; 15218 AB - PURPOSE: The widening and reconstruction of approximately 22.5 miles of US Highway 14 (US 14) from Front Street in New Ulm, Minnesota to Nicollet County Road (CR) 6 near Mankato, Minnesota are proposed. The study corridor is located about 70 miles south-southwest of the Minneapolis-St. Paul metropolitan area in Brown and Nicollet counties and includes the cities of Courtland and Nicollet. The highway section is the only part of the designated US 14 interregional corridor not already upgraded or approved for upgrading to a four-lane highway. The proposed project would upgrade the existing highway from a two- to four-lane divided expressway, with access controlled via interchanges, two-way stop intersections, and/or roundabouts. The overall project has been divided into West and East Study sections with CR 12 on the west side of Courtland as the border between them. This final EIS evaluates a No Build Alternative, three build alternatives for the West Study Section and four build alternatives for the East Study Section. All the build alternatives would include bypasses around Courtland and Nicollet. All alternatives in the West Study Section would include expansion of the US 14 Minnesota River Bridge from two to four lanes. The preferred Alternative W1 alignment follows existing US 14 from the Minnesota River to a point west of Courtland, where it leaves the existing highway to bypass Courtland to the north. The preferred Alternative E1 alignment would make the most use of existing US 14 from Courtland to Nicollet, and then bypass Nicollet to the south. The alternative would provide access to Nicollet at CR 23. Overall project construction will likely be carried out as a series of projects with logical end points over the course of many years. The US 14 Minnesota River Bridge at New Ulm is proposed to be replaced in 2018. No other projects along the corridor currently have funding identified in any specific timeframe. POSITIVE IMPACTS: Project implementation would increase travel capacity and improve safety within the study corridor. The preferred alternative would avoid major bluff cuts in environmentally sensitive areas and save money by crossing Heymans Creek at a location that will not require long bridges. In the East Study Section, the preferred alternative would provide access to Nicollet in an area close to existing development. NEGATIVE IMPACTS: Right-of-way requirements for the preferred alternative would encroach on 44 acres of Minnesota River floodplain and displace 21.9 acres of wetlands and 360 acres of prime farmland. Displacement of 13 residences and five businesses would be also be required and 6.2 acres of the Swan Lake Wildlife Management area would be affected. Nine historic sites would be impacted. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0078D, Volume 32, Number 1. JF - EPA number: 120020, 338 pages, February 3, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-07-01-D KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Preserves KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Historic Sites 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/1008976931?accountid=14244 L2 - http://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=2012-02-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+14+RECONSTRUCTION+FROM+FRONT+STREET+IN+NEW+ULM+TO+NICOLLET+COUNTY+ROAD+6+IN+NORTH+MANKATO%2C+BROWN+AND+NICOLLET+COUNTIES%2C+MINNESOTA.&rft.title=US+14+RECONSTRUCTION+FROM+FRONT+STREET+IN+NEW+ULM+TO+NICOLLET+COUNTY+ROAD+6+IN+NORTH+MANKATO%2C+BROWN+AND+NICOLLET+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: February 3, 2012 N1 - Last updated - 2012-04-24 ER - TY - JOUR T1 - Efficiency measurement in public transport: Are findings specification sensitive? AN - 918068947; 16143826 AB - The need to measure transit system performance along with its various dimensions such as efficiency and effectiveness has led to the development of a wide array of approaches and vast literature. However, depending upon the specific approach used to examine performance, different conclusions are oftentimes reached. Using data from 15 European transit systems for a ten year time period (1990-2000), this paper discusses three important transit performance questions; (i) Do different efficiency assessment methodologies produce similar results? (ii) How are the two basic dimensions of transit performance, namely efficiency and effectiveness, related? and (iii) Are findings regarding organizational regimes (public operations, contracting and so on) sensitive to the methodological specifications employed? Results clearly indicate that efficiency scores and associated recommendations are sensitive to the models used, while efficiency and effectiveness are - albeit weakly - negatively related; these two findings can have far reaching policy implications. JF - Transportation Research, Part A AU - Karlaftis, Matthew G AU - Tsamboulas, Dimitrios AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, Athens, Greece, mgk@central.ntua.gr Y1 - 2012/02// PY - 2012 DA - Feb 2012 SP - 392 EP - 402 PB - Elsevier B.V., 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 United States VL - 46 IS - 2 SN - 0965-8564, 0965-8564 KW - Environment Abstracts KW - Transit efficiency KW - Transit costs KW - Production functions KW - Transport performance KW - Transportation KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/918068947?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+A&rft.atitle=Efficiency+measurement+in+public+transport%3A+Are+findings+specification+sensitive%3F&rft.au=Karlaftis%2C+Matthew+G%3BTsamboulas%2C+Dimitrios&rft.aulast=Karlaftis&rft.aufirst=Matthew&rft.date=2012-02-01&rft.volume=46&rft.issue=2&rft.spage=392&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+A&rft.issn=09658564&rft_id=info:doi/10.1016%2Fj.tra.2011.10.005 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-01-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation DO - http://dx.doi.org/10.1016/j.tra.2011.10.005 ER - TY - JOUR T1 - The influence factors on choice behavior regarding green products based on the theory of consumption values AN - 907194346; 16070594 AB - This study applies the theory of consumption values to determine the influence factors on consumer choice behavior regarding green products, and examines whether there are significant differences in consumption values and choice behavior between consumers with different outlooks on environmental concerns. One-way analysis of variance and multiple regression is used to assess data collected by a questionnaire survey. The results indicate that consumers with high environmental concern support green products more, and show greater readiness to choose them. This study concludes that the main influence factors on consumer choice behavior regarding green products include psychological benefit, desire for knowledge, novelty seeking, and specific conditions, and do not include functional values, price and quality. This study contributes to preliminary but vital insights in effective promotion of green products. JF - Journal of Cleaner Production AU - Lin, Pei-Chun AU - Huang, Yi-Hsuan AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1, University Road, Tainan 701, Taiwan, peichunl@gmail.com Y1 - 2012/02// PY - 2012 DA - Feb 2012 SP - 11 EP - 18 PB - Elsevier B.V., The Boulevard Kidlington Oxford OX5 1GB United Kingdom VL - 22 IS - 1 SN - 0959-6526, 0959-6526 KW - Environment Abstracts; Sustainability Science Abstracts KW - Green product KW - Eco-labeling KW - Consumption value KW - Choice behavior KW - Behavior KW - Psychology KW - environmental perception KW - M3 1010:Issues in Sustainable Development KW - ENA 07:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/907194346?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=Journal+of+Cleaner+Production&rft.atitle=The+influence+factors+on+choice+behavior+regarding+green+products+based+on+the+theory+of+consumption+values&rft.au=Lin%2C+Pei-Chun%3BHuang%2C+Yi-Hsuan&rft.aulast=Lin&rft.aufirst=Pei-Chun&rft.date=2012-02-01&rft.volume=22&rft.issue=1&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Journal+of+Cleaner+Production&rft.issn=09596526&rft_id=info:doi/10.1016%2Fj.jclepro.2011.10.002 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2011-11-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Behavior; Psychology; environmental perception DO - http://dx.doi.org/10.1016/j.jclepro.2011.10.002 ER - TY - RPRT T1 - CALIFORNIA STATE ROUTE 76 SOUTH MISSION ROAD TO INTERSTATE 15 HIGHWAY IMPROVEMENT PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 964164646; 15216 AB - PURPOSE: Improvements to a 5.6-mile segment of State Route 76 (SR-76) from South Mission Road to just east of the Interstate 15 (I-15) interchange in northern San Diego County, California are proposed. Within the project limits, SR-76 is currently a conventional highway with two lanes, nonstandard shoulders, and signalized at-grade intersections. Traffic on the route is over capacity and the highway is subject to congestion and travel delays. The San Luis Rey River, which runs parallel and to the south of the existing SR-76 alignment, supports several areas of riparian habitat that are considered important for the preservation of sensitive vegetation and wildlife. Development within the study area is limited to a large extent by the large floodplain area of the San Luis Rey River Valley and upland areas to the north and south, which are mostly built-out with large-lot homes. The northern portion of the study area is within the unincorporated community of Fallbrook and the southern and far-western portions of the project study area are within the unincorporated community of Bonsall. This final EIS evaluates a No Build Alternative, the Existing Alignment Alternative and the Southern Alignment Alternative. The proposed project would widen and realign SR-76 from two to four lanes and modify the SR-76/I-15 interchange to a partial cloverleaf configuration by adding two loop on-ramps, realigning and widening the existing on- and off-ramps, and widening the bridge structure over I-15. The park and ride facility located north of SR-76 between Old Highway 395 and the southbound I-15 off-ramp would be improved and an area south of SR-76 is also evaluated for potential future expansion of the park and ride. The preferred Existing Alignment Alternative would include six signalized intersections along the alignment. The new facility would have a five-foot-wide minimum paved inside shoulder and an eight-foot-wide paved outside shoulder in each direction to accommodate bicycles, pedestrians, and emergency parking. The eastbound and westbound lanes would be separated by a varying width median (29-foot typical width). The proposed project would include elements such as wildlife crossings, directional wildlife fencing, habitat restoration, and land acquisitions to support wildlife habitat connectivity. The cost of construction for the Existing Alignment Alternative, including improvements to the I-15 interchange, is estimated at $201 million. Planned completion of the project is anticipated in 2015. POSITIVE IMPACTS: Implementation would maintain or improve future traffic levels of service in 2030 over existing levels of service, improve travel times within the corridor, and maintain the area as an effective link in the interregional movement of people and goods. NEGATIVE IMPACTS: The preferred alternative would require 49.2 acres of new right-of-way and would impact 68.8 acres of sensitive vegetation, 118.3 acres of farmland, 32.5 acres of wetlands, and 55.9 acres of floodplain. Critical habitat for arroyo toad, southwestern willow flycatcher, least Bell's vireo, and coastal California gnatcatcher would be affected. There would be moderate to moderately high impacts to the existing viewshed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0493D, Volume 34, Number 2. JF - EPA number: 120018, Final EIS--624 pages and maps, Appendices--904 pages, January 27, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-10-01-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Parking KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/964164646?accountid=14244 L2 - http://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=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 27, 2012 N1 - Last updated - 2012-04-05 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 57 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046420; 15215-7_0057 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 57 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046420?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 56 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046414; 15215-7_0056 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 56 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 54 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046401; 15215-7_0054 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 54 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 53 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046395; 15215-7_0053 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 53 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 52 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046388; 15215-7_0052 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 52 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 47 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046384; 15215-7_0047 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 47 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 46 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046380; 15215-7_0046 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 46 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046380?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 45 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046377; 15215-7_0045 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 45 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046377?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 50 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046356; 15215-7_0050 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 50 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 49 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046351; 15215-7_0049 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 49 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 48 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046345; 15215-7_0048 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 48 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 44 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046335; 15215-7_0044 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 44 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046335?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 43 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046334; 15215-7_0043 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 43 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 42 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046329; 15215-7_0042 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 42 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046329?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 41 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046327; 15215-7_0041 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 12 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046323; 15215-7_0012 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 40 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046322; 15215-7_0040 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 11 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046318; 15215-7_0011 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 38 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046310; 15215-7_0038 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046310?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 37 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046304; 15215-7_0037 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046304?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 36 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046298; 15215-7_0036 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 35 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046293; 15215-7_0035 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046293?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 34 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046287; 15215-7_0034 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 33 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046282; 15215-7_0033 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 29 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046276; 15215-7_0029 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Journal+of+Genetic+Psychology&rft.atitle=The+relationship+between+parental+locus+of+control+and+children%27s+perceptions+of+control&rft.au=Morton%2C+Todd+L&rft.aulast=Morton&rft.aufirst=Todd&rft.date=1997-06-01&rft.volume=158&rft.issue=2&rft.spage=216&rft.isbn=&rft.btitle=&rft.title=The+Journal+of+Genetic+Psychology&rft.issn=00221325&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 26 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046273; 15215-7_0026 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 25 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046267; 15215-7_0025 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 24 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046262; 15215-7_0024 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 9 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046251; 15215-7_0009 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 27 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046069; 15215-7_0027 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 32 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046064; 15215-7_0032 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046064?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 31 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046063; 15215-7_0031 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 30 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046062; 15215-7_0030 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 18 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046058; 15215-7_0018 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046058?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 17 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046057; 15215-7_0017 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 16 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046055; 15215-7_0016 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 15 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046052; 15215-7_0015 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 14 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046051; 15215-7_0014 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 23 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046048; 15215-7_0023 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046048?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 7 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046047; 15215-7_0007 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046047?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 6 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046044; 15215-7_0006 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046044?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 5 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046043; 15215-7_0005 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046043?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 20 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046042; 15215-7_0020 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 4 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046041; 15215-7_0004 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 2 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046039; 15215-7_0002 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. [Part 1 of 57] T2 - TAPPAN ZEE HUDSON RIVER CROSSING PROJECT, ROCKLAND AND WESTCHESTER COUNTIES, NEW YORK. AN - 1020046038; 15215-7_0001 AB - PURPOSE: The replacement of the Tappan Zee Bridge, which crosses the Hudson River between the Village of South Nyack on the west and the Village of Tarrytown on the east, Rockland and Westchester counties, New York is proposed. The bridge carries Interstate 87 (New York State Thruway) and Interstate 287. The Tappan Zee Hudson River Crossing Project is being advanced specifically to address the immediate structural and operational deficiencies of the existing bridge and is also based on an assessment of limited project funding opportunities for the foreseeable future. The Tappan Zee Bridge opened to traffic in 1955 as part of the New York State Thruway extension between Suffern and Yonkers. Despite numerous improvements to the bridge and its highway connections, congestion has grown steadily over the years and the aging bridge structure has reached the point where major reconstruction and extensive measures are needed to sustain this vital link in the transportation system. This draft EIS considers a No Build Alternative and a Replacement Bridge Alternative with two options for approach spans. The No Build Alternative would involve the continued operation of the existing seven-lane bridge with ongoing maintenance and measures necessary to keep the bridge in a state of good repair. The Replacement Bridge Alternative would replace the existing Tappan Zee Bridge with two new structures (one each for eastbound and westbound traffic) to the north of its existing location. New structures and modifications to Interstate 87/287 (I-87/287) between Interchange 10 (Route 9W) in Nyack and Interchange 9 (Route 9) in Tarrytown would be required. Reconfiguration of the Rockland landing would require reconstruction of the South Broadway Bridge slightly east of its existing location. The reconfigured highway would also require that new eastbound and westbound maintenance ramps be constructed from I-87/287 to River Road. In Westchester County, the new alignment would extend 100 feet to the north and 100 feet to the south of the existing bridge and I-87/287 would be widened to carry 10 lanes through the Westchester County toll plaza. The modifications to the Westchester landing would require reconstruction of the toll plaza, the westbound on-ramp from Route 9, and the existing New York State Thruway maintenance facility at Route 9. The short span and long span options differ in terms of the type of structure as well as the number of and distance between bridge piers. Both approach span options would include eight travel lanes with inside and outside shoulders on both structures. The north structure of each approach span option would also include a shared-use path to serve cyclists and pedestrians. Depending on the outcome of the design build process, project construction could take up to 5.5 years. Dredging would occur in three phases over a four-year period, and construction of the main span would take 3.5 years. Completion of the short span and long span approaches would take 3.5 to 4 years and 2.5 to 3 years, respectively. Demolition of the existing bridge is expected to take approximately one year. Construction cost is estimated in the range of $3.5 to $5 billion. POSITIVE IMPACTS: The project would address the limitations and shortcomings of the existing Governor Malcolm Wilson Tappan Zee Bridge and would maintain a vital link in the regional and national transportation network. The bridge design will provide the flexibility to potentially allow for both bus rapid transit and commuter rail transit, should a viable plan be developed and implemented in the future. NEGATIVE IMPACTS: The Replacement Bridge Alternative could affect groundwater and surface water resources, floodplains, and river bottom sediments. Full or partial acquisition of, or temporary easements on, 12 properties would result in the displacement of nine households in South Nyack. In Westchester County, the project would result in a permanent easement on a small portion of land in Tarrytown. The project would have direct effects on three historic properties (Tappan Zee Bridge, Elizabeth Place Park, and the South Nyack Historic District) and create limited adverse noise and visual impacts. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120017, Draft EIS--652 pages, Appendices--1,846 pages, January 27, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-12-01-D KW - Biologic Assessments KW - Bridges KW - Cultural Resources Assessments KW - Demolition KW - Dredging KW - Easements KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Hudson River KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1020046038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.title=TAPPAN+ZEE+HUDSON+RIVER+CROSSING+PROJECT%2C+ROCKLAND+AND+WESTCHESTER+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-06-13 ER - TY - RPRT T1 - CALIFORNIA STATE ROUTE 76 SOUTH MISSION ROAD TO INTERSTATE 15 HIGHWAY IMPROVEMENT PROJECT, SAN DIEGO COUNTY, CALIFORNIA. [Part 2 of 2] T2 - CALIFORNIA STATE ROUTE 76 SOUTH MISSION ROAD TO INTERSTATE 15 HIGHWAY IMPROVEMENT PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 1012743965; 15216-8_0002 AB - PURPOSE: Improvements to a 5.6-mile segment of State Route 76 (SR-76) from South Mission Road to just east of the Interstate 15 (I-15) interchange in northern San Diego County, California are proposed. Within the project limits, SR-76 is currently a conventional highway with two lanes, nonstandard shoulders, and signalized at-grade intersections. Traffic on the route is over capacity and the highway is subject to congestion and travel delays. The San Luis Rey River, which runs parallel and to the south of the existing SR-76 alignment, supports several areas of riparian habitat that are considered important for the preservation of sensitive vegetation and wildlife. Development within the study area is limited to a large extent by the large floodplain area of the San Luis Rey River Valley and upland areas to the north and south, which are mostly built-out with large-lot homes. The northern portion of the study area is within the unincorporated community of Fallbrook and the southern and far-western portions of the project study area are within the unincorporated community of Bonsall. This final EIS evaluates a No Build Alternative, the Existing Alignment Alternative and the Southern Alignment Alternative. The proposed project would widen and realign SR-76 from two to four lanes and modify the SR-76/I-15 interchange to a partial cloverleaf configuration by adding two loop on-ramps, realigning and widening the existing on- and off-ramps, and widening the bridge structure over I-15. The park and ride facility located north of SR-76 between Old Highway 395 and the southbound I-15 off-ramp would be improved and an area south of SR-76 is also evaluated for potential future expansion of the park and ride. The preferred Existing Alignment Alternative would include six signalized intersections along the alignment. The new facility would have a five-foot-wide minimum paved inside shoulder and an eight-foot-wide paved outside shoulder in each direction to accommodate bicycles, pedestrians, and emergency parking. The eastbound and westbound lanes would be separated by a varying width median (29-foot typical width). The proposed project would include elements such as wildlife crossings, directional wildlife fencing, habitat restoration, and land acquisitions to support wildlife habitat connectivity. The cost of construction for the Existing Alignment Alternative, including improvements to the I-15 interchange, is estimated at $201 million. Planned completion of the project is anticipated in 2015. POSITIVE IMPACTS: Implementation would maintain or improve future traffic levels of service in 2030 over existing levels of service, improve travel times within the corridor, and maintain the area as an effective link in the interregional movement of people and goods. NEGATIVE IMPACTS: The preferred alternative would require 49.2 acres of new right-of-way and would impact 68.8 acres of sensitive vegetation, 118.3 acres of farmland, 32.5 acres of wetlands, and 55.9 acres of floodplain. Critical habitat for arroyo toad, southwestern willow flycatcher, least Bell's vireo, and coastal California gnatcatcher would be affected. There would be moderate to moderately high impacts to the existing viewshed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0493D, Volume 34, Number 2. JF - EPA number: 120018, Final EIS--624 pages and maps, Appendices--904 pages, January 27, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-10-01-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Parking KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - CALIFORNIA STATE ROUTE 76 SOUTH MISSION ROAD TO INTERSTATE 15 HIGHWAY IMPROVEMENT PROJECT, SAN DIEGO COUNTY, CALIFORNIA. [Part 1 of 2] T2 - CALIFORNIA STATE ROUTE 76 SOUTH MISSION ROAD TO INTERSTATE 15 HIGHWAY IMPROVEMENT PROJECT, SAN DIEGO COUNTY, CALIFORNIA. AN - 1012743964; 15216-8_0001 AB - PURPOSE: Improvements to a 5.6-mile segment of State Route 76 (SR-76) from South Mission Road to just east of the Interstate 15 (I-15) interchange in northern San Diego County, California are proposed. Within the project limits, SR-76 is currently a conventional highway with two lanes, nonstandard shoulders, and signalized at-grade intersections. Traffic on the route is over capacity and the highway is subject to congestion and travel delays. The San Luis Rey River, which runs parallel and to the south of the existing SR-76 alignment, supports several areas of riparian habitat that are considered important for the preservation of sensitive vegetation and wildlife. Development within the study area is limited to a large extent by the large floodplain area of the San Luis Rey River Valley and upland areas to the north and south, which are mostly built-out with large-lot homes. The northern portion of the study area is within the unincorporated community of Fallbrook and the southern and far-western portions of the project study area are within the unincorporated community of Bonsall. This final EIS evaluates a No Build Alternative, the Existing Alignment Alternative and the Southern Alignment Alternative. The proposed project would widen and realign SR-76 from two to four lanes and modify the SR-76/I-15 interchange to a partial cloverleaf configuration by adding two loop on-ramps, realigning and widening the existing on- and off-ramps, and widening the bridge structure over I-15. The park and ride facility located north of SR-76 between Old Highway 395 and the southbound I-15 off-ramp would be improved and an area south of SR-76 is also evaluated for potential future expansion of the park and ride. The preferred Existing Alignment Alternative would include six signalized intersections along the alignment. The new facility would have a five-foot-wide minimum paved inside shoulder and an eight-foot-wide paved outside shoulder in each direction to accommodate bicycles, pedestrians, and emergency parking. The eastbound and westbound lanes would be separated by a varying width median (29-foot typical width). The proposed project would include elements such as wildlife crossings, directional wildlife fencing, habitat restoration, and land acquisitions to support wildlife habitat connectivity. The cost of construction for the Existing Alignment Alternative, including improvements to the I-15 interchange, is estimated at $201 million. Planned completion of the project is anticipated in 2015. POSITIVE IMPACTS: Implementation would maintain or improve future traffic levels of service in 2030 over existing levels of service, improve travel times within the corridor, and maintain the area as an effective link in the interregional movement of people and goods. NEGATIVE IMPACTS: The preferred alternative would require 49.2 acres of new right-of-way and would impact 68.8 acres of sensitive vegetation, 118.3 acres of farmland, 32.5 acres of wetlands, and 55.9 acres of floodplain. Critical habitat for arroyo toad, southwestern willow flycatcher, least Bell's vireo, and coastal California gnatcatcher would be affected. There would be moderate to moderately high impacts to the existing viewshed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0493D, Volume 34, Number 2. JF - EPA number: 120018, Final EIS--624 pages and maps, Appendices--904 pages, January 27, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-10-01-F KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Parking KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.title=CALIFORNIA+STATE+ROUTE+76+SOUTH+MISSION+ROAD+TO+INTERSTATE+15+HIGHWAY+IMPROVEMENT+PROJECT%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 31 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743274; 15213-5_0031 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 31 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 30 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743270; 15213-5_0030 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 30 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 29 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743266; 15213-5_0029 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 29 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 28 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743261; 15213-5_0028 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 28 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743261?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 27 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743255; 15213-5_0027 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 27 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 20 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743239; 15213-5_0020 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 19 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743232; 15213-5_0019 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 19 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743232?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 18 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743224; 15213-5_0018 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 18 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743224?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 17 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743218; 15213-5_0017 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 17 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 16 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743213; 15213-5_0016 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 16 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 15 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743208; 15213-5_0015 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 26 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743200; 15213-5_0026 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 26 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 4 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743195; 15213-5_0004 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 3 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743189; 15213-5_0003 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 2 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743182; 15213-5_0002 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 1 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743173; 15213-5_0001 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743173?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 9 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743073; 15213-5_0009 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 8 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743063; 15213-5_0008 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 33 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743054; 15213-5_0033 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 33 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 7 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743050; 15213-5_0007 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 32 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743043; 15213-5_0032 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 32 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743043?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 6 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743039; 15213-5_0006 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 14 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743030; 15213-5_0014 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 5 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012743000; 15213-5_0005 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 24 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742824; 15213-5_0024 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742824?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 23 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742812; 15213-5_0023 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 22 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742798; 15213-5_0022 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 22 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742798?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 21 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742788; 15213-5_0021 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 21 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 25 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742776; 15213-5_0025 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 25 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742776?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 13 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742763; 15213-5_0013 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 13 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742763?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 12 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742745; 15213-5_0012 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742745?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 11 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742731; 15213-5_0011 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742731?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. [Part 10 of 33] T2 - MUKILTEO MULTIMODAL PROJECT, SNOHOMISH COUNTY, WASHINGTON. AN - 1012742714; 15213-5_0010 AB - PURPOSE: Improvements to the facilities serving the mainland terminus of the Mukilteo-Clinton ferry route in the cities of Mukilteo and Everett, Snohomish County, Washington are proposed. The ferry route is part of State Route (SR) 525, the major transportation corridor across Possession Sound, which separates Island County (Whidbey Island) from the central Puget Sound mainland. The route is the second-busiest in terms of vehicle traffic in the state ferry system, and it has the third-largest annual ridership. The Mukilteo terminal has not had significant improvements since the early 1980s and components of the facility are aging. The current terminal layout makes it difficult for passengers to get in and out of the terminal and contributes to traffic congestion, safety concerns and conflicts between vehicle and pedestrian traffic. This draft EIS evaluates four alternatives to upgrade or replace the Mukilteo ferry terminal. Two alternatives would preserve or improve the existing terminal and two alternatives would relocate the terminal to the tank farm east of the existing site. The Mukilteo tank farm, which includes a large pier, is a site with past contamination issues, many of which have been addressed by the Air Force. The No Build Alternative would maintain the existing ferry terminal at a functional level. The build alternatives have the following components in common: one operational ferry slip; a new multi-bay transit area; a pick-up/drop-off area; and holding lanes with dedicated staging for bicycles, carpools and priority vehicles. Under the Existing Site Improvements Alternative, the current terminal would be replaced with a facility at the current site. The Elliot Point 1 Alternative would relocate the Mukilteo ferry terminal to the eastern portion of the tank farm property. Because the shoreline slopes gradually in this location, the ferry slip would be located about 250 feet offshore, requiring a longer pier. A new passenger building and a maintenance building would be located overwater upon a new concrete trestle and an overhead passenger loading ramp would connect to the second story of a new passenger building. First Street would be realigned and extended as a four-lane roadway from SR 525 to the Mount Baker Terminal in the city of Everett. The alternative also includes modified intersections and a modification to the Sound Transit Mukilteo Station. The Elliot Point 2 Alternative would relocate the ferry terminal to the western portion of the tank farm site and the ferry slip would be closer to the shore. Passenger and maintenance buildings would be on land. Costs are estimated in 2015 dollars at $60 to $65 million for the No Build Alternative, $130 to $140 million for Existing Site Improvements, $150 to $165 million for Elliot Point 1, and $120 to $130 million for Elliot Point 2. Each estimate includes costs for construction, right-of-way costs and engineering. POSITIVE IMPACTS: Implementation would: reduce conflicts, congestion, and safety concerns for pedestrians, bicyclists, and vehicles; improve the safety, security, and reliability of ferry operations; offer better and safer connections to buses and commuter rail; and accommodate future demand. Removal of creosote-treated piles at the existing facility, the fishing pier, and the tank farm pier would improve water quality. NEGATIVE IMPACTS: In-water construction, pier removal, and dredging would have ecosystem impacts. The project area includes several important historic and archaeological sites, including a buried shell midden created by Native American peoples, with deposits dating back over 1,000 years. Mitigation would be required for temporary impacts to the fishing pier, impacts on the public shoreline access area, and impacts on archaeological sites. Although the removal of the tank farm pier would have long-term beneficial impacts, in-water construction activity under the Elliot Point alternatives would have more potential impacts to ecosystems, particularly if any contaminated sediments are encountered. By 2040, vehicle queues on SR 525 are projected to increase for the No Build, Existing Site Improvements, and Elliot Point 2 alternatives compared to what is seen today. 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.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 120015, Executive Summary--48 pages, Draft EIS--390 pages on CD-ROM, Appendices--420 pages on CD-ROM, Technical Reports--CD-ROM, January 27, 2012 PY - 2012 VL - 10 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Ferries KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Parking KW - Roads KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Possession Sound KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+COUNTY%2C+WASHINGTON.&rft.title=MUKILTEO+MULTIMODAL+PROJECT%2C+SNOHOMISH+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 - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 27, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 5 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012744039; 15210-2_0005 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 5 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 4 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012744038; 15210-2_0004 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 4 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744038?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 3 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012744037; 15210-2_0003 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 3 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 180 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744030; 15209-1_0180 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 180 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 166 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744020; 15209-1_0166 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 166 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012744020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 10 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743977; 15210-2_0010 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 10 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 9 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743976; 15210-2_0009 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 9 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 171 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743975; 15209-1_0171 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 171 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 8 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743974; 15210-2_0008 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 8 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 7 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743973; 15210-2_0007 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 7 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743973?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 170 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743972; 15209-1_0170 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 170 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743972?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 6 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743971; 15210-2_0006 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 6 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743971?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 143 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743970; 15209-1_0143 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 143 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 163 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743941; 15209-1_0163 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 163 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743941?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 140 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743939; 15209-1_0140 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 140 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 121 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743933; 15209-1_0121 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 121 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 111 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743904; 15209-1_0111 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 111 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743904?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 136 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743895; 15209-1_0136 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 136 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 158 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743836; 15209-1_0158 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 158 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743836?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 115 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743790; 15209-1_0115 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 115 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 13 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743227; 15210-2_0013 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 13 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 69 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743202; 15209-1_0069 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 69 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743202?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 68 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743177; 15209-1_0068 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 68 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 12 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743126; 15210-2_0012 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 12 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 11 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012743119; 15210-2_0011 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 11 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743119?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 98 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742922; 15209-1_0098 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 98 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 95 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742675; 15209-1_0095 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 95 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 81 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742661; 15209-1_0081 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 81 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742661?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 93 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742616; 15209-1_0093 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 93 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 71 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742569; 15209-1_0071 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 71 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742569?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 24 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742427; 15209-1_0024 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 24 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742427?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 2 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012742340; 15210-2_0002 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 2 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. [Part 1 of 13] T2 - F-35A TRAINING BASING, ARIZONA, IDAHO AND NEW MEXICO. AN - 1012742324; 15210-2_0001 AB - PURPOSE: Alternatives for the basing of a pilot training center (PTC) with up to 144 F-35A Lightning II training aircraft at one or more existing locations in Arizona, Idaho and New Mexico are proposed. New F-35A training aircraft could replace or supplement aircraft at: Boise Air Terminal Airport Air Guard Station (Boise AGS), Idaho; Holloman Air Force Base (Holloman AFB), New Mexico; Luke Air Force Base (Luke AFB), Arizona; or Tucson International Airport Air Guard Station (Tucson AGS), Arizona. Each alternative base was evaluated to determine the range of F-35A aircraft scenarios the base would be capable of supporting. This draft EIS evaluates multiple scenarios for the four bases and a No Action Alternative which constitutes the baseline conditions at each location. At Boise AGS and Tucson AGS, 24, 48, and 72 F-35A aircraft scenarios are evaluated. The basing scenarios at Holloman AFB evaluate 24, 48, and 72 F-35A aircraft in addition to the baseline of the F-16 formal training unit (FTU). To facilitate potential future decision-making, the Air Force is also taking into consideration beddown of 24, 48, 72, 96, and 120 F-35A aircraft at Holloman AFB without the F-16 FTU. At Luke AFB, 24, 48, 72, 96, 120, and 144 F-35A aircraft scenarios are evaluated. Personnel changes and new or renovated facilities were determined based on the requirements at each base to accommodate the mission under each aircraft scenario. The F-35A would conduct flight operations in existing airspace and ranges in proximity to the alternative bases. Additional flight operations would be conducted on auxiliary airfields identified for each alternative. F-35A flight training missions would use ordnance such as laser-guided bomb units and 25-millimeter ammunition during strafing runs. F-35A students would also expend countermeasure flares subject to the altitude limitations of the training airspaces. Under the preferred alternative (Luke AFB with 72 F-35A training aircraft), training flights would use existing airspace units and ranges where the F-35A would conduct supersonic operations similar to the F-16. Weapons training would be conducted in Barry M. Goldwater Range East and live weapon drops would be infrequent, with only one training event per syllabus requiring live weapons. The cost of renovation and construction needed at Luke AFB to accommodate the PTC and beddown of 72 aircraft is estimated at $177.8 million. POSITIVE IMPACTS: The PTC would support the training of Air Force, cooperative international partners, and U.S. foreign military sales pilots in the safe and effective operation of the F-35A. Construction expenditures and personnel changes would generate beneficial socioeconomic impacts on the surrounding communities by generating additional jobs and income. NEGATIVE IMPACTS: At Boise AGS, Luke AFB, and Tucson AGS, noise levels generated by the F-35A in the vicinity of the main airfields would result in potentially adverse impacts on residents, property values, and environmental justice communities, including children. Under the Holloman AFB alternatives, noise generated at the Roswell International Air Center, El Paso International Airport, and Biggs Army Airfield auxiliary airfields would have adverse impacts. The increase in subsonic noise under the training airspace associated with Luke AFB, as well as continued flare use, could be considered by the Native Americans to be an impact on traditional use of the area. JF - EPA number: 120012, Executive Summary--88 pages, Draft EIS--980 pages on CD-ROM, Appendices--200 pages on CD-ROM, January 20, 2012 PY - 2012 VL - 1 KW - Defense Programs KW - Air Quality KW - Aircraft KW - Aircraft Noise KW - Airports KW - Cultural Resources Surveys KW - Desert Land KW - Employment KW - Environmental Justice KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Munitions KW - Noise Assessments KW - Sonic Booms KW - Vegetation KW - Weapon Systems KW - Wildlife Habitat KW - Arizona KW - Boise Air Terminal KW - Holloman Air Force Base New Mexico KW - Idaho KW - Luke Air Force Base Arizona KW - New Mexico KW - Tucson International Airport UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.title=F-35A+TRAINING+BASING%2C+ARIZONA%2C+IDAHO+AND+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Education and Training Command, Randolph Air Force Base, Texas; AF N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 16 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742321; 15209-1_0016 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 16 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 9 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742318; 15209-1_0009 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742318?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 3 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742133; 15209-1_0003 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor encompasses two square miles of the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the State Route 110 freeway. This final EIS considers a No Build Alternative, a transportation system management alternative, and three light rail transit (LRT) build alternatives that would provide for electric trains powered by overhead wires and running on conventional steel tracks. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new stations at the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station and would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative, which is the locally preferred alternative (LPA), would provide for three new underground stations. The alignment would travel under the intersection of 1st and Alameda, and then connect to the Metro Gold Line within 1st Street and north of Temple Street. Tracks would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street, and then proceed east underneath the 2nd Street tunnel to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Two portals would be located to the north and east of the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/Interstate 605 branches of the Metro Gold Line. Capital costs of the LPA are estimated at $1.17 billion. POSITIVE IMPACTS: The light rail extension would improve travel times, reduce transfers, reduce traffic congestion, and improve air quality. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Construction emissions of volatile organic compounds, nitrogen oxides, carbon monoxide, and particulate matter would affect air quality. Temporary closure of traffic lanes would impede motor vehicles, bicycles, and pedestrians. After mitigation measures are implemented for the LPA, the intersection of 4th and Flower Streets would continue to be adversely affected during the morning peak hour. Acquisitions required for the LPA would displace 270 off-street parking spaces, including 130 spaces in Little Tokyo, a unique cultural community. Required easements and land acquisitions would displace businesses. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0495D, Volume 34, Number 2. JF - EPA number: 120011, Final EIS--1,020 pages, Appendices--134 pages, Responses to Comments--CD-ROM, January 20, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Easements KW - Environmental Justice KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2012-01-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER -