TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 964164344; 15209 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 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/964164344?accountid=14244 L2 - http://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 Transit Administration, Los Angeles, California; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Final. Preparation date: January 20, 2012 N1 - Last updated - 2012-04-05 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 964164309; 15206 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/964164309?accountid=14244 L2 - http://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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-04-05 ER - TY - RPRT T1 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 178 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744035; 15209-1_0178 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 - 178 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/1012744035?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 181 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744031; 15209-1_0181 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 - 181 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/1012744031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 168 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744029; 15209-1_0168 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 - 168 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/1012744029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 167 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744028; 15209-1_0167 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 - 167 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/1012744028?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 164 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012744007; 15209-1_0164 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 - 164 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/1012744007?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 176 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743997; 15209-1_0176 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 - 176 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/1012743997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 175 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743992; 15209-1_0175 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 - 175 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/1012743992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 173 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743984; 15209-1_0173 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 - 173 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/1012743984?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 172 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743981; 15209-1_0172 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 - 172 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/1012743981?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 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 - 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 - 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 155 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743968; 15209-1_0155 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 - 155 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/1012743968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 122 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743952; 15209-1_0122 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 - 122 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/1012743952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 128 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743945; 15209-1_0128 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 - 128 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/1012743945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 127 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743942; 15209-1_0127 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 - 127 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/1012743942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 139 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743931; 15209-1_0139 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 - 139 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/1012743931?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 120 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743930; 15209-1_0120 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 - 120 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/1012743930?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 124 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743928; 15209-1_0124 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 - 124 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/1012743928?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 123 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743922; 15209-1_0123 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 - 123 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/1012743922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 131 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743916; 15209-1_0131 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 - 131 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/1012743916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 157 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743915; 15209-1_0157 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 - 157 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/1012743915?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 101 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743914; 15209-1_0101 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 - 101 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/1012743914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 154 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743913; 15209-1_0154 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 - 154 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/1012743913?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 130 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743912; 15209-1_0130 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 - 130 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/1012743912?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 138 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743911; 15209-1_0138 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 - 138 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/1012743911?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 153 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743910; 15209-1_0153 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 - 153 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/1012743910?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 129 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743909; 15209-1_0129 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 - 129 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/1012743909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 137 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743908; 15209-1_0137 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 - 137 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/1012743908?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 109 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743905; 15209-1_0109 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 - 109 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/1012743905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&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 133 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743884; 15209-1_0133 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 - 133 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/1012743884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 161 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743878; 15209-1_0161 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 - 161 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/1012743878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 132 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743877; 15209-1_0132 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 - 132 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/1012743877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 160 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743869; 15209-1_0160 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 - 160 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/1012743869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 125 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743865; 15209-1_0125 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 - 125 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/1012743865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 159 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743856; 15209-1_0159 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 - 159 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/1012743856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 113 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743849; 15209-1_0113 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 - 113 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/1012743849?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 112 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743831; 15209-1_0112 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 - 112 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/1012743831?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 152 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743822; 15209-1_0152 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 - 152 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/1012743822?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 142 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743821; 15209-1_0142 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 - 142 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/1012743821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 146 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743816; 15209-1_0146 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 - 146 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/1012743816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 151 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743812; 15209-1_0151 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 - 151 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/1012743812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 150 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743802; 15209-1_0150 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 - 150 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/1012743802?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 116 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743797; 15209-1_0116 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 - 116 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/1012743797?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 114 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743779; 15209-1_0114 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 - 114 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/1012743779?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 117 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743772; 15209-1_0117 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 - 117 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/1012743772?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&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 145 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743752; 15209-1_0145 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 - 145 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/1012743752?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 144 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743735; 15209-1_0144 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 - 144 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/1012743735?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743272; 15206-8_0023 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743268; 15206-8_0011 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743264; 15206-8_0010 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743258; 15206-8_0009 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743252; 15206-8_0005 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743247; 15206-8_0004 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743247?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743241; 15206-8_0003 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743241?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743236; 15206-8_0002 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012743231; 15206-8_0001 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012743231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 67 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743143; 15209-1_0067 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 - 67 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/1012743143?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 100 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743088; 15209-1_0100 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 - 100 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/1012743088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 45 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743085; 15209-1_0045 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 - 45 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/1012743085?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 92 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743055; 15209-1_0092 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 - 92 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/1012743055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 44 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743052; 15209-1_0044 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 44 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/1012743052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 80 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743015; 15209-1_0080 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 - 80 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/1012743015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 13 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012743011; 15209-1_0013 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 13 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/1012743011?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742995; 15206-8_0022 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742995?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742986; 15206-8_0008 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 104 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742982; 15209-1_0104 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 - 104 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/1012742982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 12 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742975; 15209-1_0012 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 - 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 Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 90 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742959; 15209-1_0090 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 - 90 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/1012742959?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 99 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742957; 15209-1_0099 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 - 99 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/1012742957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 11 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742933; 15209-1_0011 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 - 11 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/1012742933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 89 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742918; 15209-1_0089 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 - 89 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/1012742918?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 76 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742906; 15209-1_0076 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 - 76 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/1012742906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 97 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742896; 15209-1_0097 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 - 97 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/1012742896?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 108 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742887; 15209-1_0108 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 - 108 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/1012742887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 62 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742879; 15209-1_0062 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 - 62 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/1012742879?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742856; 15206-8_0007 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742848; 15206-8_0006 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 107 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742846; 15209-1_0107 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 - 107 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/1012742846?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 87 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742843; 15209-1_0087 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 - 87 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/1012742843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 61 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742834; 15209-1_0061 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 - 61 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/1012742834?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 78 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742816; 15209-1_0078 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 - 78 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/1012742816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 79 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742804; 15209-1_0079 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 - 79 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/1012742804?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 86 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742803; 15209-1_0086 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 - 86 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/1012742803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 43 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742795; 15209-1_0043 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 43 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/1012742795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 105 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742769; 15209-1_0105 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 - 105 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/1012742769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 60 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742753; 15209-1_0060 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 - 60 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/1012742753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 96 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742722; 15209-1_0096 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 - 96 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/1012742722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 73 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742713; 15209-1_0073 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 - 73 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/1012742713?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 64 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742709; 15209-1_0064 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 - 64 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/1012742709?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 55 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742670; 15209-1_0055 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 - 55 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/1012742670?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 94 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742669; 15209-1_0094 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 - 94 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/1012742669?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 63 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742667; 15209-1_0063 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 - 63 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/1012742667?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 40 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742660; 15209-1_0040 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 40 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/1012742660?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742653; 15206-8_0021 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742653?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742642; 15206-8_0020 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 72 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742634; 15209-1_0072 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 - 72 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/1012742634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742631; 15206-8_0019 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 54 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742627; 15209-1_0054 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 - 54 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/1012742627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742617; 15206-8_0018 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 33 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742608; 15209-1_0033 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 - 33 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/1012742608?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 52 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742607; 15209-1_0052 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 - 52 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/1012742607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 48 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742606; 15209-1_0048 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 - 48 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/1012742606?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742604; 15206-8_0017 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 28 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742591; 15209-1_0028 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 28 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/1012742591?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742590; 15206-8_0016 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 53 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742576; 15209-1_0053 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 - 53 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/1012742576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 32 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742554; 15209-1_0032 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 - 32 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/1012742554?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 47 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742548; 15209-1_0047 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 - 47 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/1012742548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 103 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742547; 15209-1_0103 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 - 103 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/1012742547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 51 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742543; 15209-1_0051 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 - 51 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/1012742543?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 27 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742540; 15209-1_0027 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 - 27 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/1012742540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 2 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742519; 15209-1_0002 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 - 2 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/1012742519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 70 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742514; 15209-1_0070 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 - 70 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/1012742514?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 46 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742493; 15209-1_0046 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 - 46 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/1012742493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 39 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742485; 15209-1_0039 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 39 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/1012742485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 91 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742484; 15209-1_0091 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 - 91 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/1012742484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 8 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742478; 15209-1_0008 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 8 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/1012742478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 1 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742463; 15209-1_0001 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 - 1 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/1012742463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 83 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742459; 15209-1_0083 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 - 83 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/1012742459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 23 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742443; 15209-1_0023 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 23 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/1012742443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 37 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742442; 15209-1_0037 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 - 37 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/1012742442?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 38 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742422; 15209-1_0038 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 - 38 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/1012742422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 7 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742410; 15209-1_0007 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 7 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/1012742410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 82 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742404; 15209-1_0082 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 - 82 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/1012742404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742401; 15206-8_0015 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 21 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742389; 15209-1_0021 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 - 21 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/1012742389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 22 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742388; 15209-1_0022 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 22 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/1012742388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742386; 15206-8_0014 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 36 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742383; 15209-1_0036 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 - 36 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/1012742383?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 19 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742372; 15209-1_0019 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 - 19 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/1012742372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742369; 15206-8_0013 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742369?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT N1 - Date revised - 2012-04-01 N1 - SuppNotes - Draft. Preparation date: January 20, 2012 N1 - Last updated - 2012-05-14 ER - TY - RPRT T1 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 23] T2 - 14TH STREET BRIDGE CORRIDOR PROJECT, ARLINGTON COUNTY, VIRGINIA TO WASHINGTON, DISTRICT OF COLUMBIA. AN - 1012742356; 15206-8_0012 AB - PURPOSE: Transportation system improvements within the 14th Street Bridge Corridor in Arlington County, Virginia and southwest Washington, District of Columbia are proposed. The Corridor consists of three four-lane bridges which carry Interstate-395 (I-395) and US Route 1 over the Potomac River. The northbound span of I-395, which opened in 1950, is the Arland D. Williams Bridge. The southbound span, which opened in 1962, is the George Mason Memorial Bridge. The center span was opened in 1972 for express traffic in both directions and is now named the Rochambeau Memorial Bridge. These three spans merge into two bridges that cross the Washington Channel and distribute traffic into downtown Washington. The Outlet Bridge carries traffic north onto 14th Street and the Case Bridge carries I-395 traffic into the Southeast Freeway. As the main gateway into the Nations Capital and northern Virginia, the Corridor provides important access to the National Mall, Constitution Avenue, Capitol Grounds, Lincoln Memorial, Verizon Center, RFK Stadium, East Potomac Park, Potomac River, George Washington Memorial Parkway (GWMP), Mt. Vernon Trail, the Pentagon, and Arlington National Cemetery. The study area extends over four miles along I-395 from VA Route 27 in Arlington County to the New York Avenue tunnel entrance at the National Mall in the southeast section of the District of Columbia. The Corridor experiences congestion in both directions during both the morning and evening peak travel periods. Traffic safety is impaired due to tight curvature on ramps, lane reductions in high volume areas, short weave areas, narrow shoulders, and lack of acceleration and deceleration lanes between ramp movements and mainline segments. The current project focuses on making the existing facilities operate more efficiently, while maintaining the existing number of general purpose highway lanes and managing congestion. This draft EIS evaluates: action alternatives related to bicycle/pedestrian, transit, and highway access; management alternatives; and a No Action Alternative. The seven action alternatives retained for further study include: improvements at each end of the Mason Bridge for bicycle and pedestrian access; construction of a separate bicycle/pedestrian crossing of the Potomac River and a grade-separated bicycle crossing of GWMP; creation of an integrated bicycle system, including signing for commuters and other bikers; construction of geometric improvements at I-395 and 9th Street; reduction of I-395 access points at Boundary Channel Drive; elimination of turn movements at the 14th Street and C Street intersection; and construction of bus lanes between Pentagon Transit Center and 14th Street at C Street, using inside shoulders on Rochambeau Bridge and transit signal priority treatment. Six management alternatives retained for further study include: expansion of incentives for telecommuting; increased participation in flexible work hours programs; parking management strategies; strengthened coordination and management; development of a driver education program specific to the Corridor; and modification of signing to create a uniform look and identity. POSITIVE IMPACTS: Project implementation would address deficiencies with regards to congestion, capacity, safety, and overhead signing on a critical commuter link for automobile, transit, freight, and rail users. NEGATIVE IMPACTS: Two historic properties, the Mount Vernon Memorial Highway and the East and West Potomac Parks Historic District, would be adversely affected. The action alternatives would have minor impacts on three national parks: West Potomac Park, East Potomac Park, and the GWMP. None of the parkland functions or uses would be impacted. LEGAL MANDATES: District of Columbia Emergency Highway Relief Act (P.L. 104-21) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 120008, 432 pages and maps, January 20, 2012 PY - 2012 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-VA/DC-EIS-11-01-D KW - Bridges KW - Highways KW - Historic Districts KW - Historic Sites KW - National Parks KW - Parking KW - Roads KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Traffic Analyses KW - Traffic Control KW - Transportation KW - District of Columbia KW - Potomac River KW - Virginia KW - District of Columbia Emergency Highway Relief Act, Funding KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1012742356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=14TH+STREET+BRIDGE+CORRIDOR+PROJECT%2C+ARLINGTON+COUNTY%2C+VIRGINIA+TO+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, Sterling, Virginia; DOT 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 26 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742351; 15209-1_0026 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 26 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/1012742351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 34 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742349; 15209-1_0034 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 - 34 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/1012742349?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 6 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742346; 15209-1_0006 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 - 6 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/1012742346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 20 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742323; 15209-1_0020 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 20 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/1012742323?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 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 18 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742319; 15209-1_0018 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 18 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/1012742319?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 25 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742295; 15209-1_0025 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 - 25 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/1012742295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 15 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742276; 15209-1_0015 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 - 15 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/1012742276?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&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 57 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742267; 15209-1_0057 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 - 57 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/1012742267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 14 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742234; 15209-1_0014 AB - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor 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 - 14 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/1012742234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 56 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742219; 15209-1_0056 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 - 56 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/1012742219?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 4 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742185; 15209-1_0004 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 - 4 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/1012742185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 50 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742097; 15209-1_0050 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 - 50 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/1012742097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 49 of 181] T2 - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 1012742061; 15209-1_0049 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 - 49 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/1012742061?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 - JOUR T1 - Comparison of fluence-to-dose conversion coefficients for deuterons, tritons and helions AN - 923199577; 16297884 AB - Secondary radiation in aircraft and spacecraft includes deuterons, tritons and helions. Two sets of fluence-to-effective dose conversion coefficients for isotropic exposure to these particles were compared: one used the particle and heavy ion transport code system (PHITS) radiation transport code coupled with the International Commission on Radiological Protection (ICRP) reference phantoms (PHITS-ICRP) and the other the Monte Carlo N-Particle eXtended (MCNPX) radiation transport code coupled with modified BodyBuilder registered phantoms (MCNPX-BB). Also, two sets of fluence-to-effective dose equivalent conversion coefficients calculated using the PHITS-ICRP combination were compared: one used quality factors based on linear energy transfer; the other used quality factors based on lineal energy (y). Finally, PHITS-ICRP effective dose coefficients were compared with PHITS-ICRP effective dose equivalent coefficients. The PHITS-ICRP and MCNPX-BB effective dose coefficients were similar, except at high energies, where MCNPX-BB coefficients were higher. For helions, at most energies effective dose coefficients were much greater than effective dose equivalent coefficients. For deuterons and tritons, coefficients were similar when their radiation weighting factor was set to 2. JF - Radiation Protection Dosimetry AU - Copeland, Kyle AU - Friedberg, Wallace AU - Sato, Tatsuhiko AU - Niita, Koji AD - Federal Aviation Administration, Civil Aerospace Medical Institute, 6500 S Y1 - 2012 PY - 2012 DA - 2012 SP - 344 EP - 351 PB - Oxford University Press, Great Clarendon Street Oxford OX2 6DP United Kingdom VL - 148 IS - 3 SN - 0144-8420, 0144-8420 KW - Environment Abstracts KW - Aircraft KW - Dose-response effects KW - Dosimetry KW - Monte Carlo simulation KW - Particulates KW - Spacecraft KW - commissions KW - ion transport KW - ENA 02:Toxicology & Environmental Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/923199577?accountid=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=Radiation+Protection+Dosimetry&rft.atitle=Comparison+of+fluence-to-dose+conversion+coefficients+for+deuterons%2C+tritons+and+helions&rft.au=Copeland%2C+Kyle%3BFriedberg%2C+Wallace%3BSato%2C+Tatsuhiko%3BNiita%2C+Koji&rft.aulast=Copeland&rft.aufirst=Kyle&rft.date=2012-01-01&rft.volume=148&rft.issue=3&rft.spage=344&rft.isbn=&rft.btitle=&rft.title=Radiation+Protection+Dosimetry&rft.issn=01448420&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-02-01 N1 - Last updated - 2012-06-18 N1 - SubjectsTermNotLitGenreText - Monte Carlo simulation; commissions; Aircraft; Dose-response effects; Dosimetry; ion transport; Particulates; Spacecraft ER - TY - JOUR T1 - Analysis of water level variations in Brazilian basins using GRACE AN - 1855318708; 2017-000834 AB - A comparison between daily in-situ water level time series measured at ground-based hydrometric stations (HS - 1,899 stations located in twelve Brazilian basins) of the Agencia Nacional de Aguas (ANA) with vertically-integrated water height anomaly deduced from the Gravity Recovery and Climate Experiment (GRACE) geoid is carried out in Brazil. The equivalent water height (EWH) of 10-day intervals of GRACE models were computed by GRGS/CNES. It is a 6-year analysis (July-2002 to May-2008). The coefficient of determination is computed between the ANA water level and GRACE EWH. Values higher than 0.6 were detected in the following basins: Amazon, north of Paraguay, Tocantins-Araguaia, Western North-East Atlantic and north of the Parnaiba. In the Uruguay (Pampas region) and the west of Sao Francisco basins, the coefficient of determination is around 0.5 and 0.6. These results were adjusted with a linear transfer function and two second degree polynomials (flood and ebb period) between GRACE EWH and ANA water level. The behavior of these two polynomials is related to the phase difference of the two time series and yielded four different types of responses. This paper shows seven ANA stations that represent these responses and relates them with their hydro-geological domain. JF - Journal of Geodetic Science AU - Matos, A AU - Blitzkow, D AU - Almeida, F AU - Costa, S AU - Campos, I AU - Barbosa, A Y1 - 2012/01/01/ PY - 2012 DA - 2012 Jan 01 SP - 76 EP - 87 PB - De Gruyter Open, Warsaw VL - 2 IS - 2 KW - hydrology KW - Global Positioning System KW - sedimentary basins KW - statistical analysis KW - water management KW - GRACE KW - mathematical models KW - mapping KW - correlation KW - geodesy KW - satellite methods KW - evapotranspiration KW - South America KW - hydrologic cycle KW - Sao Francisco Basin KW - Navier-Stokes equations KW - levels KW - Brazil KW - basins KW - regression analysis KW - Amazon Basin KW - 21:Hydrogeology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855318708?accountid=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=Journal+of+Geodetic+Science&rft.atitle=Analysis+of+water+level+variations+in+Brazilian+basins+using+GRACE&rft.au=Matos%2C+A%3BBlitzkow%2C+D%3BAlmeida%2C+F%3BCosta%2C+S%3BCampos%2C+I%3BBarbosa%2C+A&rft.aulast=Matos&rft.aufirst=A&rft.date=2012-01-01&rft.volume=2&rft.issue=2&rft.spage=76&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geodetic+Science&rft.issn=2081-9943&rft_id=info:doi/10.2478%2Fv10156-011-0034-7 L2 - http://www.degruyter.com/view/j/jogs LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2017, American Geosciences Institute. Reference includes data supplied by Walter de Gruyter GmbH, Berlin, Germany N1 - Date revised - 2017-01-01 N1 - Number of references - 23 N1 - Document feature - illus. incl. 2 tables, geol. sketch maps N1 - Last updated - 2017-01-05 N1 - SubjectsTermNotLitGenreText - Amazon Basin; basins; Brazil; correlation; evapotranspiration; geodesy; Global Positioning System; GRACE; hydrologic cycle; hydrology; levels; mapping; mathematical models; Navier-Stokes equations; regression analysis; Sao Francisco Basin; satellite methods; sedimentary basins; South America; statistical analysis; water management DO - http://dx.doi.org/10.2478/v10156-011-0034-7 ER - TY - JOUR T1 - An evaluation of recent GOCE geopotential models in Brazil AN - 1855318425; 2017-000838 AB - Several global geopotential models based on Gravity field and steady-state Ocean Circulation Explorer (GOCE) data have been published in the last two years. Some of these models use combinations of different satellite missions, while others use only GOCE data. This paper presents the evaluation and analysis of each approach using GOCE data in the Southeast of Brazil. Two assessments have been made. We compared the geoid heights derived from GOCE-based models with the geoidal heights from 176 GPS stations on leveling benchmarks. The findings show an improvement in GOCE-based models TIM_R3 (0.40 m) and DIR_R3 (0.39 m) for degree and order 210 in relation to EGM2008 (0.44 m) in terms of RMS. For the other models the results did not exceed 0.44 m. The second evaluation reports the comparison in terms of gravity disturbances between terrestrial gravity data and the models. The results, in terms of RMS and up to degree and order 210, indicate slightly low GOCO 02S values (10.34 mGal), TIM_R2 (10.37 mGal) and TIM_R3 (10.47 mGal) compared to EGM2008 (10.66 mGal). We also applied the residual terrain model and, as a result, the RMS errors were reduced by approximately 35% ( approximately 6.0 mGal) in the entire area and by approximately 45% in the mountain region. JF - Journal of Geodetic Science AU - Guimaraes, G AU - Matos, A AU - Blitzkow, D Y1 - 2012/01/01/ PY - 2012 DA - 2012 Jan 01 SP - 144 EP - 155 PB - De Gruyter Open, Warsaw VL - 2 IS - 2 KW - GOCE KW - Global Positioning System KW - Earth KW - Sao Paulo Brazil KW - leveling KW - geodesy KW - evaluation KW - spherical harmonic analysis KW - gravity anomalies KW - South America KW - gravity field KW - Brazil KW - geoid KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1855318425?accountid=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=Journal+of+Geodetic+Science&rft.atitle=An+evaluation+of+recent+GOCE+geopotential+models+in+Brazil&rft.au=Guimaraes%2C+G%3BMatos%2C+A%3BBlitzkow%2C+D&rft.aulast=Guimaraes&rft.aufirst=G&rft.date=2012-01-01&rft.volume=2&rft.issue=2&rft.spage=144&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geodetic+Science&rft.issn=2081-9943&rft_id=info:doi/10.2478%2Fv10156-011-0033-8 L2 - http://www.degruyter.com/view/j/jogs LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2017, American Geosciences Institute. Reference includes data supplied by Walter de Gruyter GmbH, Berlin, Germany N1 - Date revised - 2017-01-01 N1 - Number of references - 38 N1 - Document feature - illus. incl. 5 tables, geol. sketch maps N1 - Last updated - 2017-01-05 N1 - SubjectsTermNotLitGenreText - Brazil; Earth; evaluation; geodesy; geoid; Global Positioning System; GOCE; gravity anomalies; gravity field; leveling; Sao Paulo Brazil; South America; spherical harmonic analysis DO - http://dx.doi.org/10.2478/v10156-011-0033-8 ER - TY - JOUR T1 - Performance Evaluation for Implementation of Port Community System AN - 1685816463; 17526014 AB - The shipping and port industry must respond to a new reality that has been created by the continuing growth of world trade and the emergence of global operators. This combination has resulted in increased demand for seaports and their related services while they are divided into competing nodal points in the entire global logistic chain. To improve their competitive positions, many ports have begun developing and implementing the port community system (PCS), which constitutes an electronic platform that connects multiple systems operated by a variety of organizations that constitute the seaport community and is believed to be a significant contributing factor to a more efficient movement of cargo across international borders. Related research on the integration of PCSs has only recently started to develop. To this end, this paper proposes a methodology to evaluate port performance changes with the introduction of PCS, which, under a competitive environment is of significant importance to port management. The proposed evaluation methodology introduces, among others, key port performance indicators to account for system implementation. An application of the methodology is carried out for the real case of a port that is kept anonymous to maintain confidentiality. The methodology can constitute an effective decision-making tool for port managers, as well as regional and national authorities, to perform port improvement analysis, encouraging these to be proactive in PCS development-ultimately leading to efficiency, productivity, and competitiveness gains. JF - Transportation Research Record AU - Tsamboulas, Dimitrios AU - Moraiti, Panayota AU - Lekka, Anna M 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 - 2012///0, PY - 2012 DA - 0, 2012 SP - 29 EP - 37 PB - Transportation Research Board VL - 2 IS - 2273 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Communities KW - Performance evaluation KW - Demand KW - Emergence KW - Electronics KW - Tools KW - Ports KW - Methodology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1685816463?accountid=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+for+Implementation+of+Port+Community+System&rft.au=Tsamboulas%2C+Dimitrios%3BMoraiti%2C+Panayota%3BLekka%2C+Anna+M&rft.aulast=Tsamboulas&rft.aufirst=Dimitrios&rft.date=2012-01-01&rft.volume=2&rft.issue=2273&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2273-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 29 N1 - Last updated - 2016-06-30 DO - http://dx.doi.org/10.3141/2273-04 ER - TY - JOUR T1 - Analysis of the crust displacement in Amazon Basin AN - 1648908346; 2015-010242 JF - International Association of Geodesy Symposia AU - Blitzkow, D AU - de Matos, A C O C AU - Almedida, F G V AU - Barbosa, A C B Y1 - 2012 PY - 2012 DA - 2012 SP - 885 EP - 891 PB - Springer-Verlag, Berlin-Heidelberg VL - 136 SN - 0939-9585, 0939-9585 KW - hydrology KW - Global Positioning System KW - rainfall KW - statistical analysis KW - GRACE KW - continental crust KW - geodesy KW - displacements KW - satellite methods KW - South America KW - faults KW - crust KW - Amazon Basin KW - remote sensing KW - 18:Solid-earth geophysics KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648908346?accountid=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+Association+of+Geodesy+Symposia&rft.atitle=Analysis+of+the+crust+displacement+in+Amazon+Basin&rft.au=Blitzkow%2C+D%3Bde+Matos%2C+A+C+O+C%3BAlmedida%2C+F+G+V%3BBarbosa%2C+A+C+B&rft.aulast=Blitzkow&rft.aufirst=D&rft.date=2012-01-01&rft.volume=136&rft.issue=&rft.spage=885&rft.isbn=9783642203381&rft.btitle=&rft.title=International+Association+of+Geodesy+Symposia&rft.issn=09399585&rft_id=info:doi/10.1007%2F978-3-642-20338-1_111 LA - English DB - GeoRef N1 - Conference title - 2009 IAG symposium N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 19 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2015-01-29 N1 - SubjectsTermNotLitGenreText - Amazon Basin; continental crust; crust; displacements; faults; geodesy; Global Positioning System; GRACE; hydrology; rainfall; remote sensing; satellite methods; South America; statistical analysis DO - http://dx.doi.org/10.1007/978-3-642-20338-1_111 ER - TY - JOUR T1 - Exploring the Service Needs of Pregnant Air Passengers AN - 1349469066; 17905961 AB - Several studies have found that women in good health are able to fly without concern for safety at any point before the 36th week of pregnancy. However, air transportation facilities and services are designed for general passengers and seldom consider the service needs of pregnant women. To understand the pregnant traveler's wants and needs, this study examined the perception of and satisfaction with air transportation services in a sample of female air passengers who boarded international flights during pregnancy. The results showed that the performance of service attributes, such as seat selection, user-friendly onboard restrooms, and assistance in boarding the aircraft, did not meet the respondents' expectations. It was also found that the service needs of women less than 6 months pregnant differed from those of women more than 6 months pregnant. JF - Transportation Research Record AU - Chang, Yu-Chun AD - Department of Transportation Science, National Taiwan Ocean University, 2 Pei Ning Road, Keelung 202-24, Taiwan ycchang@mail.ntou.edu.tw Y1 - 2012 PY - 2012 DA - 2012 SP - 97 EP - 101 PB - Transportation Research Board IS - 2320 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Passengers KW - Transportation KW - Seats KW - Perception KW - Air transportation KW - Boarding KW - Onboard KW - Pregnancy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1349469066?accountid=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=Exploring+the+Service+Needs+of+Pregnant+Air+Passengers&rft.au=Chang%2C+Yu-Chun&rft.aulast=Chang&rft.aufirst=Yu-Chun&rft.date=2012-01-01&rft.volume=&rft.issue=2320&rft.spage=97&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F232012 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/10.3141/232012 ER - TY - JOUR T1 - Construction of Dynamic Modulus Master Curves with Resilient Modulus and Creep Test Data AN - 1323236951; 17757575 AB - For the past few decades, the stiffness of materials used for roadway design and construction has been commonly characterized by the resilient modulus, defined as the ratio of the applied stress to the recoverable strain. However, the resilient modulus is not a fundamental material property of a viscoelastic material. Therefore, the concept of resilient modulus has been subsequently diminished in the latest Mechanistic-Empirical Pavement Design Guide. Although that design guide could not endorse the use of the resilient modulus test protocol as the primary means of characterizing the asphalt concrete modulus in the design of flexible pavements, that protocol has been a primary mixture test, and much laboratory testing has been completed to date. Analysis methodologies are introduced for backcalculating the dynamic modulus from the resilient modulus test data. To assess the usefulness of the proposed algorithm, laboratory experiments in both the uniaxial compression and indirect tensile test modes were carried out on asphalt specimens compacted with the Superpave( registered ) gyratory compactor. The backcalculated dynamic modulus was used to generate the master curve, and the creep test data were used to enhance the accuracy of the master curve. The advantage of such a methodology is that the existing resilient modulus and creep test data can be leveraged for estimating the dynamic modulus. The approach would significantly save time and effort in reevaluating the dynamic modulus of an asphalt mixture when the resilient modulus and creep test data are available. JF - Transportation Research Record AU - Lee, Hyung Suk AU - Kim, Sungho AU - Choubane, Bouzid AU - Upshaw, Patrick AD - Florida Department of Transportation, 5007 Northeast 39th Avenue, Gainesville, FL 32609 hyung.lee@dot.myflorida.com Y1 - 2012 PY - 2012 DA - 2012 SP - 1 EP - 14 PB - Transportation Research Board VL - 4 IS - 2294 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Design engineering KW - Asphalt KW - Estimating KW - Tensile tests KW - Algorithms KW - Creep tests KW - Compacting KW - Dynamics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1323236951?accountid=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=Construction+of+Dynamic+Modulus+Master+Curves+with+Resilient+Modulus+and+Creep+Test+Data&rft.au=Lee%2C+Hyung+Suk%3BKim%2C+Sungho%3BChoubane%2C+Bouzid%3BUpshaw%2C+Patrick&rft.aulast=Lee&rft.aufirst=Hyung&rft.date=2012-01-01&rft.volume=4&rft.issue=2294&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2296-01 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-04-01 N1 - Number of references - 23 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2296-01 ER - TY - JOUR T1 - Field Evaluation of Surface Friction Performance of Chip Seals in Indiana AN - 1315663194; 17607890 AB - Chip seal has been widely used as an effective surface treatment for pavement preservation. The Indiana Department of Transportation (DOT) chip sealed a total of 373 lane mile pavements in 2008 and 700 lane mile pavements in 2009. However, many issues, such as the optimal use of local materials and new aggregates, remained unsolved. No original information was available at the time for Indiana DOT engineers to assess the performance of chip seal pavements. A research study was initiated by the Indiana DOT to evaluate the field performance of chip seal pavements, particularly the surface friction properties. Eighteen chip seal projects were selected as the test sections for this study. Field testing was conducted to measure pavement surface friction and texture properties. The true surface friction numbers were identified for chip seals after 12 months of service. The variation of surface friction on chip seals was analyzed. Factors affecting chip seal surface friction, such as aggregate, traffic volume, and existing pavement condition, were identified and examined. Three traffic levels were defined for better chip seal application. The international roughness index on the existing pavement affected chip seal friction performance. A criterion was recommended for assessing the friction performance of chip seal and identifying the possible failure of a chip seal. JF - Transportation Research Record AU - Li, Shuo AU - Shields, Todd AU - Noureldin, Samy AU - Jiang, Yi AD - Indiana Department of Transportation, Division of Research and Development, 1205 Montgomery Street, West Lafayette, IN 479D6 sli@indot.in.gov Y1 - 2012 PY - 2012 DA - 2012 SP - 11 EP - 18 PB - Transportation Research Board VL - 3 IS - 2295 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Chips KW - Friction KW - Lanes KW - Pavements KW - Seals KW - Texture KW - Traffic engineering KW - Traffic flow UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315663194?accountid=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=Field+Evaluation+of+Surface+Friction+Performance+of+Chip+Seals+in+Indiana&rft.au=Li%2C+Shuo%3BShields%2C+Todd%3BNoureldin%2C+Samy%3BJiang%2C+Yi&rft.aulast=Li&rft.aufirst=Shuo&rft.date=2012-01-01&rft.volume=3&rft.issue=2295&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2295-02 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 10 N1 - Last updated - 2013-03-11 DO - http://dx.doi.org/10.3141/2295-02 ER - TY - JOUR T1 - Project Selection and Prioritization of Pavement Preservation: Competitive Approach AN - 1315656373; 17660177 AB - Several methods help agencies select and prioritize pavement preservation projects. Often these methods are built within an agency's pavement management system. Unfortunately, these decision support tools often produce recommendations that do not match actual decisions, particularly for project selection of pavement management. Ad hoc selection procedures for preservation projects may be effective for many highway agencies. Fiscal constraints and pressure from administrators and legislators, however, have forced agencies to justify their use of funds. This paper offers a new method for the selection and prioritization of pavement projects, with the use of the analytic hierarchy process as its multicriteria decision-making platform. The new method uses several parameters and input from decision makers to create a prioritized preservation project list. The method was applied in a case study in Texas; projects suggested by the method matched actual decisions 75% of the time. The ability to capture multiple parameters and determine weights for each parameter on the basis of decision-maker input, along with the high level of agreement between the method and actual decisions, indicated that the method could be a viable decision support tool. JF - Transportation Research Record AU - Gurganus, Charles F AU - Gharaibeh, Nasir G AD - Texas Department of Transportation, 205 Northeast Loop 564, Mineola, TX 75773 Y1 - 2012 PY - 2012 DA - 2012 SP - 36 EP - 44 PB - Transportation Research Board IS - 2292 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Pavements KW - Decision making KW - Transportation KW - Management systems KW - Decision support systems KW - Preservation KW - Highways KW - Platforms UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315656373?accountid=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=Project+Selection+and+Prioritization+of+Pavement+Preservation%3A+Competitive+Approach&rft.au=Gurganus%2C+Charles+F%3BGharaibeh%2C+Nasir+G&rft.aulast=Gurganus&rft.aufirst=Charles&rft.date=2012-01-01&rft.volume=&rft.issue=2292&rft.spage=36&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2292-05 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-03-01 N1 - Number of references - 21 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2292-05 ER - TY - JOUR T1 - The elephant in the mist: What we dont know about the design, development, test and management of complex systems AN - 1291620440; 17652127 AB - The authors survey the literature on complex systems to develop a fundamental critique of the systems engineering methods that value-driven design will attempt to replace. The current approach to systems engineering applies industrial revolution methods to information revolution problems. Not only the flowdown of requirements, but also the ability to verify and validate large engineered systems is brought into question. JF - Journal of Aerospace Operations AU - Felder, Wilson N AU - Collopy, Paul AD - Federal Aviation Administration, Wm J Hughes Technical Center, Atlantic City, NJ, USA Y1 - 2012 PY - 2012 DA - 2012 SP - 317 EP - 327 PB - IOS Press, Nieuwe Hemweg 6B Amsterdam 1013 BG Netherlands VL - 1 IS - 4 SN - 2211-002X, 2211-002X KW - Health & Safety Science Abstracts KW - Design KW - systems engineering KW - complex systems KW - socio-technical systems KW - validation KW - Mists KW - Elephantidae KW - H 0500:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1291620440?accountid=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=conference&rft.jtitle=Journal+of+Aerospace+Operations&rft.atitle=The+elephant+in+the+mist%3A+What+we+dont+know+about+the+design%2C+development%2C+test+and+management+of+complex+systems&rft.au=Felder%2C+Wilson+N%3BCollopy%2C+Paul&rft.aulast=Felder&rft.aufirst=Wilson&rft.date=2012-01-01&rft.volume=1&rft.issue=4&rft.spage=317&rft.isbn=&rft.btitle=&rft.title=Journal+of+Aerospace+Operations&rft.issn=2211002X&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Mists; Design; Elephantidae ER - TY - JOUR T1 - Effect of Train Arrival Time on Crash Frequency at Highway-Railroad Grade Crossings General Classification Regression Model AN - 1285089967; 17566243 AB - With the use of a general classification regression model, this study investigated the causal relationship between time to train arrival (TTA) and crash frequency at highway-railroad grade crossings. In particular, a stratified structure in the explanatory variables was used to avoid the collinearity problem generally confronted in linear regression models. TTA is a good estimate of rail sight distance and time to collision, and it could be used to predict crash frequency at a grade crossing. A 14-year crash data set accompanied by crossing inventory data including TTAs was collected for the empirical study. Study results indicated that a negative relationship between TTAs and crash frequencies was generally found for all types of trains. Similar causal relationships were also found in various combinations of both crossing attributes and crash characteristics. Sensitivity analysis on the variable combinations was also conducted to investigate the key risk factors that might result in traffic collisions at grade crossings. Policy implications based on the empirical study are discussed, and future research directions are recommended. JF - Transportation Research Record AU - Hu, Shou-Ren AU - Lin, Jhy-Pyng AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No, 1 University Road, Tainan City 70101, Taiwan, shouren@mail.ncku.edu.tw Y1 - 2012 PY - 2012 DA - 2012 SP - 61 EP - 69 PB - Transportation Research Board IS - 2298 SN - 0361-1981, 0361-1981 KW - Risk Abstracts KW - Accidents KW - Transportation KW - Classification KW - Sensitivity analysis KW - Risk factors KW - R2 23020:Technological risks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1285089967?accountid=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=Effect+of+Train+Arrival+Time+on+Crash+Frequency+at+Highway-Railroad+Grade+Crossings+General+Classification+Regression+Model&rft.au=Hu%2C+Shou-Ren%3BLin%2C+Jhy-Pyng&rft.aulast=Hu&rft.aufirst=Shou-Ren&rft.date=2012-01-01&rft.volume=&rft.issue=2298&rft.spage=61&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2298-07 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 20 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Accidents; Transportation; Sensitivity analysis; Classification; Risk factors DO - http://dx.doi.org/10.3141/2298-07 ER - TY - JOUR T1 - Estimating Right-Turn-on-Red Capacity for Dual Right-Turn Lanes at Signalized Intersections AN - 1283653451; 17526084 AB - Dual right-turn lanes are increasingly used as a design alternative at urban intersections, primarily to accommodate high right-turn demand. For dual right-turn lanes, an accurate estimate of right-turn-on-red (RTOR) capacity can contribute to better decisions about whether RTOR should be allowed or prohibited and may lead to refined delay estimation and improved signal timing. A gap-acceptance model was formulated for predicting lane-specific RTOR capacities at dual right-turn lanes. The proposed model can represent the unequal effects of conflicting traffic streams from different cross-street lanes on RTOR capacities of dual right-turn lanes. Existing probabilistic methods were adapted to adjust RTOR capacity for shared through and right-turn lanes. Microsimula-tion models were developed, calibrated based on field data, and used as benchmarks to validate the proposed model. Numerical experiments indicated that the proposed model exhibits a significantly improved ability to predict RTOR capacities for dual right-turn lanes compared with the classical Harders model. JF - Transportation Research Record AU - Chen, Xiaoming AU - Qi, Yi AU - Li, Da AD - Department of Transportation Studies, Texas Southern University, 3100 Cleburne Street, Houston, TX 77004-9986 Y1 - 2012 PY - 2012 DA - 2012 SP - 29 EP - 38 PB - Transportation Research Board IS - 2286 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Intersections KW - Mathematical models KW - Lanes KW - Demand KW - Estimating KW - Delay KW - Traffic flow KW - Decisions UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1283653451?accountid=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=Estimating+Right-Turn-on-Red+Capacity+for+Dual+Right-Turn+Lanes+at+Signalized+Intersections&rft.au=Chen%2C+Xiaoming%3BQi%2C+Yi%3BLi%2C+Da&rft.aulast=Chen&rft.aufirst=Xiaoming&rft.date=2012-01-01&rft.volume=&rft.issue=2286&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2286-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 10 N1 - Last updated - 2013-11-06 DO - http://dx.doi.org/10.3141/2286-04 ER - TY - JOUR T1 - Safety Evaluation of Automated Section Speed Enforcement System AN - 1283653213; 17526043 AB - Because speeding is one of the most significant contributing factors to fatal crashes, most road agencies attempt to achieve the right operating speed by imposing speed limits. Speed limit violations are prevalent, even on motorways with speed cameras. A problem with speed camera enforcement is that some motorists brake before passing a camera location and then exceed the speed limit after passing. This sudden braking can cause dangerous situations, crashes, and traffic jams. Furthermore, safe operating speed is not achieved where there are no cameras, especially where enforcement is overt, as in Italy. A new technique to overcome these problems is an automated section speed enforcement system, Safety Tutor. Unlike conventional speed meters, which measure vehicle speed at one point, the new technique determines average speed over a long distance. This study evaluated the safety effectiveness of the Safety Tutor system installed on Italian Motorway A1 Milan-Naples in 2007. An empirical Bayes observational before-and-after study was performed. The estimate of the total crash reduction is 31.2%, with a lower 95% confidence limit of 24.3%. The greatest crash reductions were observed for severe crashes and crashes at curves. Reduction was 55.6% for severe crashes, 26.6% for nonsevere crashes, 43.4% at curves, and 28.4% at tangents. However, the system's effectiveness decreased over time. The crash reduction was 39.4% in the first semester after the system's activation and 18.7% in the fifth semester after activation. Results strongly support activation of the new automated system owing to highly significant and substantial safety effects. The decrease in system effectiveness over time may be correctible with higher levels of enforcement. JF - Transportation Research Record AU - Montella, Alfonso AU - Persaud, Bhagwant AU - D'Apuzzo, Mauro AU - Imbriani, Leila Liana AD - Department of Transportation Engineering Luigi Tocchetti, University of Naples Federico II, Via Claudio 21, 8D125 Naples, Italy alfonso.montella@unina.it Y1 - 2012///0, PY - 2012 DA - 0, 2012 SP - 16 EP - 25 PB - Transportation Research Board IS - 2281 SN - 0361-1981, 0361-1981 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Crashes KW - Activation KW - Speed limits KW - Reduction KW - Safety KW - Cameras KW - Motorways KW - Automated UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1283653213?accountid=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+Evaluation+of+Automated+Section+Speed+Enforcement+System&rft.au=Montella%2C+Alfonso%3BPersaud%2C+Bhagwant%3BD%27Apuzzo%2C+Mauro%3BImbriani%2C+Leila+Liana&rft.aulast=Montella&rft.aufirst=Alfonso&rft.date=2012-01-01&rft.volume=&rft.issue=2281&rft.spage=16&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2281-03 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-01 N1 - Number of references - 30 N1 - Last updated - 2016-08-08 DO - http://dx.doi.org/10.3141/2281-03 ER - TY - JOUR T1 - Alternative Uses of Highway Rights-of-Way Accommodating Renewable Energy Technologies AN - 1257744916; 17431509 AB - In recent years, the capacity, generation, and consumption of energy derived from renewable sources have grown significantly on a global level. To increase renewable energy production in the near term, state and local transportation agencies have recently expressed more interest in installing decentralized renewable energy technologies on spaces not traditionally considered for energy generation. Many transportation agencies have demonstrated the viability of utilizing the highway right-of-way (ROW) for decentralized renewable energy production. Following these leads, several U.S. state departments of transportation are exploring similar prospects, given that the ample lands that they manage are in proximity to power loads and, in some cases, have already been disturbed or are no longer held for their environmental attributes. From a highway ROW perspective, however, considerable economic, ecological, legal, and political uncertainties are related to whether accommodating renewable energy technologies can be a practical highway land management practice. This study provides transportation agencies with information that will enable them to consider better the implications and evaluate the feasibility of implementing renewable energy and fuel options in the ROW. The lessons that early adopters have learned should inform others. JF - Transportation Research Record AU - Poe, Carson AU - Filosa, Gina AD - Volpe National Transportation Systems Center, U.S. Department of Transportation, 55 Broadway, RVT-22, Cambridge, MA 02142-1093, Carson.Poe@dot.gov Y1 - 2012 PY - 2012 DA - 2012 SP - 23 EP - 30 PB - Transportation Research Board IS - 2270 SN - 0361-1981, 0361-1981 KW - Sustainability Science Abstracts KW - Feasibility studies KW - USA KW - Transportation KW - Land management KW - Politics KW - Renewable energy KW - Fuels KW - Economics KW - Highways KW - Technology KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1257744916?accountid=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=Alternative+Uses+of+Highway+Rights-of-Way+Accommodating+Renewable+Energy+Technologies&rft.au=Poe%2C+Carson%3BFilosa%2C+Gina&rft.aulast=Poe&rft.aufirst=Carson&rft.date=2012-01-01&rft.volume=&rft.issue=2270&rft.spage=23&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2270-04 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-12-01 N1 - Number of references - 16 N1 - Last updated - 2015-04-09 N1 - SubjectsTermNotLitGenreText - Feasibility studies; Transportation; Land management; Politics; Fuels; Renewable energy; Economics; Highways; Technology; USA DO - http://dx.doi.org/10.3141/2270-04 ER - TY - JOUR T1 - Nondestructive Tests of Thickness Measurements for Concrete Pavements Tests Really Work AN - 1113229939; 17209439 AB - Magnetic pulse induction can be used to determine the thickness of concrete pavement in a nondestructive manner. This induction provides the same level of accuracy and can save time and money for state agencies when compared with coring the pavement for thickness determination. The MIT-SCAN-T2 is a commercially available device that uses magnetic pulse induction to measure pavement thickness. The technology and operation of this device are described. Field experience from various states is provided. The accuracy and the repeatability, when compared with measuring core lengths, are good on the basis of data collected to date. The advantages of this nondestructive testing are presented. A specification developed by the Iowa Department of Transportation is included. The paper also includes a discussion of other issues that may be raised when this technique is used or there is ongoing work related to implementation. JF - Transportation Research Record AU - Grove, Jim AU - Jones, Kevin AU - Ye, Dan AU - Gudimettla, Jagan M AD - FHWA and Global Consulting, Inc., Office of Pavement Technology, 2711 South Loop, Suite 4502, Ames, IA 50010, jim.grove@dot.gov Y1 - 2012 PY - 2012 DA - 2012 SP - 61 EP - 67 PB - Transportation Research Board IS - 2268 SN - 0361-1981, 0361-1981 KW - Health & Safety Science Abstracts KW - Transportation KW - USA, Iowa KW - nondestructive testing KW - Concrete KW - Technology KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1113229939?accountid=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=Nondestructive+Tests+of+Thickness+Measurements+for+Concrete+Pavements+Tests+Really+Work&rft.au=Grove%2C+Jim%3BJones%2C+Kevin%3BYe%2C+Dan%3BGudimettla%2C+Jagan+M&rft.aulast=Grove&rft.aufirst=Jim&rft.date=2012-01-01&rft.volume=&rft.issue=2268&rft.spage=61&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2268-08 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-10-01 N1 - Number of references - 6 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; nondestructive testing; Concrete; Technology; USA, Iowa DO - http://dx.doi.org/10.3141/2268-08 ER - TY - JOUR T1 - Enterprise Risk Management for Transportation Agencies AN - 1113214964; 17230675 AB - Risk management is implicit in transportation business practices. Administrators, planners, and engineers coordinate many organizational and technical resources to manage transportation network performance. Transportation agencies manage some of the largest and highest-valued public assets and budgets in federal, state, and local governments. It is the agencies' corporate responsibility to set clear strategic goals and objectives to manage these assets so economic growth and livability of their regions improves and the public gets the best value. Risks can affect an agency's ability to meet its goals and objectives. As network and delivery managers, these agencies must identify risks, assess the possible impacts, develop plans to manage the risks, and monitor the effectiveness of their actions. This paper presents the results of (a) a comprehensive literature review, (b) a state-of-the-practice survey of 43 U.S. transportation agencies, and (c) seven case studies from leading transportation organizations in Australia, England, Germany, the Netherlands, and Scotland. The paper concludes with recommendations for achieving enterprise risk management in U.S. highway agencies. Recommendations pertain to formalizing enterprise risk management approaches, embedding risk management in existing business processes, using risk management to build trust with transportation stakeholders, defining leadership and organizational responsibilities for risk management, identifying risk owners, supporting risk allocation strategies, and reexamining existing policies, processes, and standards through rigorous risk management analysis. JF - Transportation Research Record AU - Curtis, Joyce A AU - D'Angelo, Daniel AU - Hallowell, Matthew R AU - Henkel, Timothy A AU - Molenaar, Keith R AD - Federal Highway Administration, 10 South Howard Street, Suite 4000, Baltimore, MD 21201, keith.molenaar@colorado.edu Y1 - 2012 PY - 2012 DA - 2012 SP - 57 EP - 65 PB - Transportation Research Board IS - 2271 SN - 0361-1981, 0361-1981 KW - Risk Abstracts; Sustainability Science Abstracts KW - Stakeholders KW - British Isles, England KW - Responsibility KW - Economic growth KW - Risk management KW - USA KW - Transportation KW - Case studies KW - Literature reviews KW - Australia KW - Budgets KW - Germany KW - Netherlands KW - Highways KW - British Isles, Scotland KW - M3 1010:Issues in Sustainable Development KW - R2 23070:Economics, organization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1113214964?accountid=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=Enterprise+Risk+Management+for+Transportation+Agencies&rft.au=Curtis%2C+Joyce+A%3BD%27Angelo%2C+Daniel%3BHallowell%2C+Matthew+R%3BHenkel%2C+Timothy+A%3BMolenaar%2C+Keith+R&rft.aulast=Curtis&rft.aufirst=Joyce&rft.date=2012-01-01&rft.volume=&rft.issue=2271&rft.spage=57&rft.isbn=&rft.btitle=&rft.title=Transportation+Research+Record&rft.issn=03611981&rft_id=info:doi/10.3141%2F2271-07 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-10-01 N1 - Number of references - 9 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Stakeholders; Risk management; Case studies; Transportation; Literature reviews; Responsibility; Budgets; Economic growth; Highways; USA; British Isles, England; Australia; Netherlands; Germany; British Isles, Scotland DO - http://dx.doi.org/10.3141/2271-07 ER - TY - JOUR T1 - Burnout and Work Engagement Among Cabin Crew: Antecedents and Consequences AN - 1017957572; 16562464 AB - Flight attendants play an essential role in ensuring cabin safety and offering services on board. This study applied the job demands-resources model to explore burnout and work engagement among cabin crew and investigate the possible antecedents and consequences, using a sample of 305 Taiwanese flight attendants. The health problems caused by heavy workloads under specific working environments and significant rates of turnover intention were noted. Using structural equation modeling to test the conceptual model, the results reveal that job demands positively relate to burnout, whereas job resources positively relate to work engagement but negatively relate to burnout. In addition, health problems directly induce turnover intention and mediate the relationship between burnout and turnover intention. Elevating the levels of work engagement might be effective in reducing cabin crew's turnover intention. JF - International Journal of Aviation Psychology AU - Chen, Ching-Fu AU - Chen, Shu-Chuan AD - Department of Transportation and Communication Management Science, National Cheng Kung University, Tainan, Taiwan Y1 - 2012/01// PY - 2012 DA - Jan 2012 SP - 41 EP - 58 PB - Taylor & Francis Group Ltd., 2 Park Square Oxford OX14 4RN United Kingdom VL - 22 IS - 1 SN - 1050-8414, 1050-8414 KW - Health & Safety Science Abstracts KW - health problems KW - burnout KW - working conditions KW - Occupational health KW - H 1000:Occupational Safety and Health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1017957572?accountid=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=International+Journal+of+Aviation+Psychology&rft.atitle=Burnout+and+Work+Engagement+Among+Cabin+Crew%3A+Antecedents+and+Consequences&rft.au=Chen%2C+Ching-Fu%3BChen%2C+Shu-Chuan&rft.aulast=Chen&rft.aufirst=Ching-Fu&rft.date=2012-01-01&rft.volume=22&rft.issue=1&rft.spage=41&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Aviation+Psychology&rft.issn=10508414&rft_id=info:doi/10.1080%2F10508414.2012.635125 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-05-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - health problems; burnout; working conditions; Occupational health DO - http://dx.doi.org/10.1080/10508414.2012.635125 ER - TY - JOUR T1 - A manual for conducting preliminary environmental site assessments for Illinois Department of Transportation infrastructure projects AN - 1015460360; 2012-050025 JF - Open File Series - Illinois State Geological Survey AU - Erdmann, Anne L AU - Adomaitis, Daniel J AU - Bannon-Nilles, Phyllis L AU - Kientop, Gregory A AU - Schmidt, Dale R Y1 - 2012 PY - 2012 DA - 2012 SP - 47 PB - Illinois State Geological Survey, Champaign, IL KW - United States KW - programs KW - Illinois KW - geologic hazards KW - site exploration KW - data processing KW - pollution KW - environmental effects KW - safety KW - geographic information systems KW - natural hazards KW - data bases KW - manuals KW - information systems KW - infrastructure KW - construction KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1015460360?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Erdmann%2C+Anne+L%3BAdomaitis%2C+Daniel+J%3BBannon-Nilles%2C+Phyllis+L%3BKientop%2C+Gregory+A%3BSchmidt%2C+Dale+R&rft.aulast=Erdmann&rft.aufirst=Anne&rft.date=2012-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=A+manual+for+conducting+preliminary+environmental+site+assessments+for+Illinois+Department+of+Transportation+infrastructure+projects&rft.title=A+manual+for+conducting+preliminary+environmental+site+assessments+for+Illinois+Department+of+Transportation+infrastructure+projects&rft.issn=&rft_id=info:doi/ L2 - http://www.isgs.uiuc.edu/servs/pubs/ofhome.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Number of references - 50 N1 - PubXState - IL N1 - Last updated - 2012-06-07 N1 - CODEN - #03572 N1 - SubjectsTermNotLitGenreText - construction; data bases; data processing; environmental effects; geographic information systems; geologic hazards; Illinois; information systems; infrastructure; manuals; natural hazards; pollution; programs; safety; site exploration; United States ER - TY - JOUR T1 - Evaluation of tunnel face stability by transparent soil models AN - 1008817018; 2012-037455 JF - Tunnelling and Underground Space Technology AU - Ahmed, Mahmoud AU - Iskander, Magued Y1 - 2012/01// PY - 2012 DA - January 2012 SP - 101 EP - 110 PB - Elsevier, Oxford-New York VL - 27 IS - 1 SN - 0886-7798, 0886-7798 KW - soil mechanics KW - sand KW - earth pressure KW - clastic sediments KW - cohesionless materials KW - stability KW - soil treatment KW - evaluation KW - tunnel boring machines KW - tunnels KW - slurries KW - sediments KW - risk assessment KW - polymers KW - hydrostatic pressure KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1008817018?accountid=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=Evaluation+of+tunnel+face+stability+by+transparent+soil+models&rft.au=Ahmed%2C+Mahmoud%3BIskander%2C+Magued&rft.aulast=Ahmed&rft.aufirst=Mahmoud&rft.date=2012-01-01&rft.volume=27&rft.issue=1&rft.spage=101&rft.isbn=&rft.btitle=&rft.title=Tunnelling+and+Underground+Space+Technology&rft.issn=08867798&rft_id=info:doi/10.1016%2Fj.tust.2011.08.001 L2 - http://www.sciencedirect.com/science/journal/08867798 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Number of references - 34 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - clastic sediments; cohesionless materials; earth pressure; evaluation; hydrostatic pressure; polymers; risk assessment; sand; sediments; slurries; soil mechanics; soil treatment; stability; tunnel boring machines; tunnels DO - http://dx.doi.org/10.1016/j.tust.2011.08.001 ER - TY - RPRT T1 - NORTH HILLSIDE ROAD EXTENSION, MANSFIELD, CONNECTICUT. [Part 1 of 1] T2 - NORTH HILLSIDE ROAD EXTENSION, MANSFIELD, CONNECTICUT. AN - 963636679; 15181-5_0001 AB - PURPOSE: The extension of North Hillside Road on the Storrs campus of the University of Connecticut from its current terminus northward to US 44 in the town of Mansfield, Connecticut is proposed. The existing two-lane North Hillside Road begins at North Eagleville Road and extends 4,000 feet to the north terminating just north of the Charter Apartments. The proposed 3,400-foot extension would pass through a tract of land adjacent to the Storrs core academic campus, known as the North Campus, to US 44 between two parcels occupied by New Alliance Bank and Bank of America across from Professional Park Drive, creating a four-way intersection, approximately 2,000 feet west of Route 195 (Storrs Road). US 44 would be widened at the intersection with the proposed extension to add exclusive east bound and westbound left-turn lanes, an eastbound right-turn lane and a new traffic signal. The North Hillside Road approach to this intersection would be treated as a primary university entrance. The roadway extension has been contemplated since the 1970s, when the North Campus core area was considered for the development of a research and technology park. In 2005, approximately $6.0 million was appropriated by the federal government for the construction of North Hillside Road. Five alignment alternatives and a No Action Alternative were considered in the draft EIS of December 2008. This final EIS identifies the roadway alignment Option A and the North Campus development Alternative 2C as the preferred alternatives. Two wetland crossings have been re-designed to essentially eliminate wetland impacts and maintain habitat connectivity for aquatic resources and other wildlife. Additionally, the North Campus concept development plan (Alternative 2C) has been modified to eliminate the previously proposed development on Parcel A and preserve an additional 76 acres of land on the North Campus through a conservation easement. Alternative 2C would provide 1.2 million square feet of total building area and 4,475 parking spaces, while limiting total wetland disturbance. POSITIVE IMPACTS: The new roadway would provide an additional entrance to the university, relieve traffic congestion on surrounding roads, and facilitate the development of the North Campus area. NEGATIVE IMPACTS: New right-of-way would displace 2.3 acres of farmland, while the development of the North Campus parcels would impact 29.6 acres of farmland soils. Forested areas, encompassing 0.3 acre of wetlands, would be filled. These impacts would be mitigated through acre-for-acre replacement and conservation. Additional traffic expected in the North Campus area would reduce the level of service at several local intersections. Noise levels along the new facility would increase by 2.2 decibels, but remain below federal limits. 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 09-0086D, Volume 33, Number 1. JF - EPA number: 110425, 257 pages and maps, December 23, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-08-01-D KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Easements KW - Farmlands KW - Impact Assessment Methodology KW - Noise Assessments KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Universities KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Connecticut KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/963636679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+HILLSIDE+ROAD+EXTENSION%2C+MANSFIELD%2C+CONNECTICUT.&rft.title=NORTH+HILLSIDE+ROAD+EXTENSION%2C+MANSFIELD%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2012-02-01 N1 - SuppNotes - Final. Preparation date: December 23, 2011 N1 - Last updated - 2012-04-03 ER - TY - RPRT T1 - NORTH HILLSIDE ROAD EXTENSION, MANSFIELD, CONNECTICUT. AN - 16387972; 15181 AB - PURPOSE: The extension of North Hillside Road on the Storrs campus of the University of Connecticut from its current terminus northward to US 44 in the town of Mansfield, Connecticut is proposed. The existing two-lane North Hillside Road begins at North Eagleville Road and extends 4,000 feet to the north terminating just north of the Charter Apartments. The proposed 3,400-foot extension would pass through a tract of land adjacent to the Storrs core academic campus, known as the North Campus, to US 44 between two parcels occupied by New Alliance Bank and Bank of America across from Professional Park Drive, creating a four-way intersection, approximately 2,000 feet west of Route 195 (Storrs Road). US 44 would be widened at the intersection with the proposed extension to add exclusive east bound and westbound left-turn lanes, an eastbound right-turn lane and a new traffic signal. The North Hillside Road approach to this intersection would be treated as a primary university entrance. The roadway extension has been contemplated since the 1970s, when the North Campus core area was considered for the development of a research and technology park. In 2005, approximately $6.0 million was appropriated by the federal government for the construction of North Hillside Road. Five alignment alternatives and a No Action Alternative were considered in the draft EIS of December 2008. This final EIS identifies the roadway alignment Option A and the North Campus development Alternative 2C as the preferred alternatives. Two wetland crossings have been re-designed to essentially eliminate wetland impacts and maintain habitat connectivity for aquatic resources and other wildlife. Additionally, the North Campus concept development plan (Alternative 2C) has been modified to eliminate the previously proposed development on Parcel A and preserve an additional 76 acres of land on the North Campus through a conservation easement. Alternative 2C would provide 1.2 million square feet of total building area and 4,475 parking spaces, while limiting total wetland disturbance. POSITIVE IMPACTS: The new roadway would provide an additional entrance to the university, relieve traffic congestion on surrounding roads, and facilitate the development of the North Campus area. NEGATIVE IMPACTS: New right-of-way would displace 2.3 acres of farmland, while the development of the North Campus parcels would impact 29.6 acres of farmland soils. Forested areas, encompassing 0.3 acre of wetlands, would be filled. These impacts would be mitigated through acre-for-acre replacement and conservation. Additional traffic expected in the North Campus area would reduce the level of service at several local intersections. Noise levels along the new facility would increase by 2.2 decibels, but remain below federal limits. 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 09-0086D, Volume 33, Number 1. JF - EPA number: 110425, 257 pages and maps, December 23, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-CT-EIS-08-01-D KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Easements KW - Farmlands KW - Impact Assessment Methodology KW - Noise Assessments KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Universities KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Connecticut KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16387972?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT N1 - Date revised - 2012-02-01 N1 - SuppNotes - Final. Preparation date: December 23, 2011 N1 - Last updated - 2012-02-24 ER - TY - RPRT T1 - NORTHERN BRANCH CORRIDOR, BERGEN COUNTY AND HUDSON COUNTY, NEW JERSEY. AN - 16373625; 15185 AB - PURPOSE: The restoration of passenger rail service on the Northern Branch line, an active freight rail line in northeastern Hudson and southeastern Bergen counties, New Jersey is proposed. The Northern Branch Corridor study area has a growing population and a high proportion of residents that work in business districts outside of the area including Manhattan and the Hudson County waterfront. The current transportation system within the densely-settled corridor includes limited-access highways as well as a variety of local and commuter bus routes, all of which contribute to the recurring traffic congestion on the regions roadways and crossings. This draft EIS evaluates two build alternatives and a No Build Alternative. The build alternatives would involve construction of an electric light rail system, an extension of the existing Hudson-Bergen Light Rail (HBLR), which would operate along an existing rail right-of-way (ROW). The preferred Light Rail to Tenafly Alternative would extend 12 miles from North Bergen, Hudson County to Tenafly in Bergen County and would include nine stations. The Light Rail to Englewood Route 4 Alternative would follow the same alignment as the preferred alternative, but would terminate in Englewood at Route 4 for a total distance of eight miles and five proposed stations. The project would include a direct connection to the HBLR system at Tonnelle Avenue in North Bergen. The reinstatement of passenger rail service would require the rehabilitation of the rail line, construction of passenger stations and a vehicle base facility (VBF), and associated infrastructure improvements, such as viaducts. Both build alternatives would locate the VBF in the vicinity of North Bergen or at an optional location in the vicinity of the Englewood Route 4 Station. Due to the need to separate light rail vehicles from freight vehicles, freight service would be moved to the overnight hours. The Northern Branch service would operate primarily on existing railroad ROW owned by the New York, Susquehanna & Western in North Bergen and CSX Transportation between North Bergen and Tenafly or Englewood and would introduce new station stops in North Bergen, Ridgefield, Palisades Park, Leonia, and Englewood (three stations), as well as Tenafly (two stations) under the preferred alternative. Total project costs to construct the Tenafly and the Englewood Route 4 alternatives are estimated at $865.9 million and $686 million, respectively. POSITIVE IMPACTS: The reinstatement of passenger rail service should decrease roadway congestion and improve overall mobility in the region. The preferred alternative would provide a connection through to the Hudson Riverfront via the existing HBLR service. NEGATIVE IMPACTS: Several proposed station sites, the North Bergen VBF, and adjacent ROW would be constructed within floodplains and 4.3 to 4.7 acres of wetlands would be impacted. Both build alternatives would require the acquisition of eight commercial properties and six public properties. The preferred alternative would require the acquisition of 12 additional private properties and one additional public property, representing six businesses and 85 jobs, along with five residences. Estimated displacements associated with the North Bergen VBF include 14 businesses and 236 jobs, and with the Englewood VBF, 18 businesses and 321 jobs. Noise would impact 1,393 to 1,467 residences. Traffic generated by commuters going to new stations would add to existing and future congested conditions. The visual context of historical resources could be changed by the proposed overhead catenary wires, but these impacts can be mitigated through the application of context-sensitive design elements. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110429, Draft EIS--651 pages, Appendices--245 pages, December 23, 2011 PY - 2011 KW - Roads and Railroads KW - Floodplains 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 - New Jersey KW - Department of Transportation Act of 1966, Compliance 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/16373625?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHERN+BRANCH+CORRIDOR%2C+BERGEN+COUNTY+AND+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.title=NORTHERN+BRANCH+CORRIDOR%2C+BERGEN+COUNTY+AND+HUDSON+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT N1 - Date revised - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2011 N1 - Last updated - 2012-02-24 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 44 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982923; 15166-0_0044 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 44 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/928982923?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 43 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982922; 15166-0_0043 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 43 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/928982922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 42 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982921; 15166-0_0042 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 42 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/928982921?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 41 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982920; 15166-0_0041 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 41 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/928982920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 40 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982919; 15166-0_0040 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 40 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/928982919?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 23 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982917; 15166-0_0023 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 23 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/928982917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 22 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982916; 15166-0_0022 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 22 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/928982916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 20 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982908; 15166-0_0020 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 20 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/928982908?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 36 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982903; 15166-0_0036 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 36 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/928982903?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 33 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982900; 15166-0_0033 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 33 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/928982900?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 19 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982898; 15166-0_0019 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 19 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/928982898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 18 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982897; 15166-0_0018 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 18 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/928982897?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 17 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982896; 15166-0_0017 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 17 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/928982896?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 29 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982893; 15166-0_0029 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 29 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/928982893?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 28 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982892; 15166-0_0028 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 28 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/928982892?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 27 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982891; 15166-0_0027 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 draft 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. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110410, Draft EIS--368 pages, Appendices--1,209 pages, December 9, 2011 PY - 2011 VL - 27 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/928982891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&rft.title=GNOSS+FIELD+AIRPORT%2C+PROPOSED+EXTENSION+OF+RUNWAY+13%2F31%2C+MARIN+COUNTY%2C+CALIFORNIA.&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 - 2012-02-01 N1 - SuppNotes - Draft. Preparation date: December 9, 2011 N1 - Last updated - 2012-03-20 ER - TY - RPRT T1 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. [Part 26 of 74] T2 - GNOSS FIELD AIRPORT, PROPOSED EXTENSION OF RUNWAY 13/31, MARIN COUNTY, CALIFORNIA. AN - 928982890; 15166-0_0026 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 draft 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 airsp